• Journal of Life Science
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• v.20 no.12
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• pp.1889-1895
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• 2010

The purpose of this present study was to investigate the effects of long-term treadmill running and aged garlic extract supplementation on weight, adipose tissue mass, lipid profiles and oxidative stress after exhaustion in high fat diet-induced obese rats. Thirty male Sprague-Dawley rats (3 weeks old) were used as subjects. High fat diets were fed to all subjects for 6 weeks in order to induce obesity. The subjects were divided into five groups - N (normal diet group), HD (high fat diet group), E (exercise group), EA (exercise with AGE diet group) and A (AGE diet group). Aerobic exercise was performed through treadmill running and AGE at a dosage of 2.86 kg/g was administered to rats 30 min before every exercise for 4 weeks. After 4 weeks, all groups completed acute treadmill running (speed increasing gradually to 25 m/min, 15% uphill grade) until exhaustion. Immediately after exhaustive treadmill exercise, the weight, adipose tissue mass, lipid profiles and oxidative stress of the rats were assayed. At the end of 6 weeks of high fat diets, body weight and body weight gain were significantly higher in the high fat diet groups than in the normal diet group (p<0.001). At the end of treadmill exercise with AGE intake for 4 weeks, body weight gain, visceral and epididymal fat of the E and EA groups were significantly decreased compared to other groups (p<0.05). There were no significant differences in gastrocnemius and soleus. T-C, HDL-C, TG and LDL-C were not significant in any of the groups. TBARS was significantly lower in the A group than in the E group (p<0.05). These results indicated that body weight gain, visceral and epididymal fat decreased in the E and EA groups, and TBARS levels were lower in the A group than the E group. Regular aerobic exercise intervention with AGE supplementation may also modify the adipose weight and improve the oxidant stress in obese rats.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2006.03a
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• pp.195-203
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• 2006

The crossing construction under railroad have two methods which are cut and cover and trenchless method. first, cut and cover method is an extremely limited method concerning non-running time. Whereas, trenchless method is free from restriction such as train speed and running time, and has the strong points of safe and rapid construction. Front Jacking method, one of the trenchless methods, is frequently applied recently due to its stability during construction and vantage of assuring schedule reliability. The procedure is that after minimizing interlocking friction with structure and earth pressure due to jacking the small steel tube, pulling the precast box manufactured at the field in the ground using PC strand and hydraulic Jack. This method is able to be applied regardless of section size and length of box and condition of ground. And that is also pro-environmental. This paper presents the case of Daejeon E. W. perforate Road Project applied with the Front Jacking method.

• Journal of the Institute of Electronics Engineers of Korea CI
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• v.37 no.3
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• pp.27-38
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• 2000

This paper proposes how the recurrent neural network controller for a Khepera mobile robot with an obstacle avoiding ability can be determined by co-adaptation of the evolution and learning, The proposed co-adaptation scheme consists of two folds： a population of NN controllers are evolved by the genetic algorithm so that the degree of obstacle avoidance might be reduced through the global searching and each NN controller is trained by CRBP learning so that the running behavior is adapted to its outer environment through the local searching. Experimental results shows that the NN controller coadapted by evolution and learning outperforms its non-learning equivalent evolved by only genetic algorithm in both the ability of obstacle avoidance and the convergence speed reaching to the required running behavior.

• Journal of Navigation and Port Research
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• v.29 no.8 s.104
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• pp.647-652
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• 2005

When a vessel passes near a channel boundary, the boundary creates forces and moments acting on the vessel. With the same reason passing of two vessels closely gives same effects to each other. The principal difference between the above two cases is that the channel boundary is long and constant shape compared to those of vessels. The interaction forces and moments between two vessels could be assumed to be functions of the longitudinal distance $chi_0$, transverse distance $y_0$ and speeds of the two vessels. Passage of one vessel close to another is important operationally from the viewpoint of replenishment at sea, avoidance of collisions and passage of two vessels in restricted channels. The authors studied the interactions between two vessels running closely and calculated safe conducting distances according to separated distances and speeds of the two vessels.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.646-654
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• 2005

The crossing construction under railroad have two methods which are cut and cover and trenchless method. First, cut and cover method is an extremely limited method concerning non-running time. Whereas, trenchless method is free from restriction such as train speed and running time, and has the strong points of safe and rapid construction. Front Jacking method, one of the trenchless methods, is frequently applied recently due to its stability during construction and vantage of assuring schedule reliability. The procedure is that after minimizing interlocking friction with structure and earth pressure due to jacking the small steel tube, pulling the precast box manufactured at the field in the ground using PC strand and hydraulic Jack. This method is able to be applied regardless of section size and length of box and condition of soil. And that is also pro-environmental. This paper presents the case of Daejeon E. W. perforate Road Project applied with the Front Jacking method.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1097-1106
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• 2007

Rail provides running tract for train and broadly and widely conveys the weight of the train exerted from the train wheels that the rail directly supports onto the cross tie and roadbed, and supports the cross-sectional pressure exerted by centrifugal force at curvatures. That is, stationary rail provides surface on which dynamic train runs and guarantees cross-sectional resistance to enable the vertical snake motion of the train wheels as well as to maintain lateral force at curvatures. Rail provides running surface on which train wheels can run smoothly, and secures vertical and lateral force. However, it undergoes continuous destructive reactions (wearing and damages) and abrasion of the cladding by the train wheels. It is obvious that wearing will result when two metal parts act against each other. However, occurrence of abnormal wearing such as rapid wearing of the rail side due to complex generation of various mechanisms at the contact surface between the rail and train wheel flange. It is not easy to simply examine the causes of occurrence of abnormal wearing of rail and train wheel flange. Although countless number of academicians and specialists are conducting researches on abnormal wearing of rail and vertical wearing of train wheels, I believe it is too early to argue on pros and cons due to insufficiency of officially verified information on the issue. This review will be focusing on the examples of repairs that reduced the generation of abnormal wearing of rail by reviewing and improving characteristics of wearing and slack, speed of the train and cant as well as status of lubricator by choosing the compound curves present in the section between the $Anguk{\sim}Jongno3-ga$ Stations of the Route No. 3 among the compound curve tracks of the Seoul Metro Routes No. 3 & 4 at which abnormal wearing is generated continuously.

• Proceedings of the Korean Environmental Sciences Society Conference
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• 2003.11a
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• pp.73-78
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• 2003

In this research, we implement Realtime Air Diffusion Prediction System which is a parallel Fortran model running on distributed-memory parallel computers. The system is designed for air diffusion simulations with four-dimensional data assimilation. For regional air quality forecasting a series of dynamic downscaling technique is adopted using the NCAR/Penn. State MM5 model which is an atmospheric model. The realtime initial data have been provided daily from the KMA (Korean Meteorological Administration) global spectral model output. It takes huge resources of computation to get 24 hour air quality forecast with this four step dynamic downscaling (27km, 9km, 3km, and lkm). Parallel implementation of the realtime system is imperative to achieve increased throughput since the realtime system have to be performed which correct timing behavior and the sequential code requires a large amount of CPU time for typical simulations. The parallel system uses MPI (Message Passing Interface), a standard library to support high-level routines for message passing. We validate the parallel model by comparing it with the sequential model. For realtime running, we implement a cluster computer which is a distributed-memory parallel computer that links high-performance PCs with high-speed interconnection networks. We use 32 2-CPU nodes and a Myrinet network for the cluster. Since cluster computers more cost effective than conventional distributed parallel computers, we can build a dedicated realtime computer. The system also includes web based Gill (Graphic User Interface) for convenient system management and performance monitoring so that end-users can restart the system easily when the system faults. Performance of the parallel model is analyzed by comparing its execution time with the sequential model, and by calculating communication overhead and load imbalance, which are common problems in parallel processing. Performance analysis is carried out on our cluster which has 32 2-CPU nodes.

• Journal of the Korean Society for Precision Engineering
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• v.28 no.5
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• pp.537-542
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• 2011

The thermo-mechanical interaction between brake block and wheel tread during braking has been found to cause thermal crack on the wheel tread. Due to thermal expansion of the rim material, the thermal cracks will protrude from the wheel tread and be more exposed to wear during the wheel/block contact than the rest of the tread surface. The wheel rim is in residual compression stress when is new. After service running, the region in the tread has reversed to tension. This condition can lead to the formation and growth of thermal cracks in the rim which can ultimately lead to premature failure of wheel. In the present paper, the thermal cracks of railway wheel, one of severe damages on the wheel tread, were evaluated to understand the safety of railway wheel in running condition. The residual stresses for damaged wheel which are applied to tread brake are investigated. Mainly X-ray diffusion method is used. Under the condition of concurrent loading of continuous rolling contact with rails and cyclic frictional heat from brake blocks, the reduction of residual stress is found to correlate well with the thermal crack initiation.

• Korean Journal of Applied Biomechanics
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• v.15 no.4
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• pp.117-129
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• 2005

The purpose of this study was to characterize the impact shock wave and its attenuation, and the kinematic response of the lower extremity's joints to the impact shock during downhill running in which the lower extremity's extensor acts dominantly. For this study, fifteen subjects(mean age:$27.08{\pm}4.39$; mass:$76.30{\pm}6.60$; height:$177.25{\pm}4.11$) were required to run on the 0% grade treadmill and downhill grades of 7%, and 15% in random at speed of their preference. When the participant run, acceleration at the tibia and the sacrum and kinematic data of the lower extremity were collected for 20s so as to provide at least 5 strides for analysis at each grade. Peak impact accelerations were used to calculate shock attenuation between the tibia and sacrum in time domain at each grade. Fast Fourier transformation(FFT) and power spectral density(PSD) techniques were used to analyze impact shock factors and its attenuation in the frequency domain. Joint coordinate system technique was used to compute angular displacement of the ankle and knee joint in three dimension. The conclusions were drawn as fellows: 1. Peak impact accelerations of the tibia and sacrum in downhill run were greater than that of 0% grade run, but no significant between conditions. Peak shock of PSD resembled also in pattern of peak impact acceleration. The wave of impact shock attenuation between the tibia and sacrum decreased with increasing grade, but didn't find a significant difference between grade conditions. 2. Adduction/abduction, flexion/extention, and internal/external rotation of the ankle and knee joints at support phase between grade conditions didn't make much difference. 3. At grade of 7% and 15%, there were relationship between the knee of the flexion/extension movement and peak impact acceleration during heel strike and found also it in the ankle of plantar/dorsiflexion at grade of 15%.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.29 no.4C
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• pp.581-593
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• 2004

The interest in wireless LAN security is on the increase owing to a role of high-speed wireless Internet infrastructure of wireless LAN. Wi-Fi has released WPA standard in order to overcome drawbacks of WEP algorithm that is security element of current IEEE 802.11-based wireless LAN system. Pairwise key management and group key management in a mixed-mode which supports both terminals running WPA and terminals running original WEP security are very complicate. In this paper, we analyze flaws in WPA authenticator key management state machine for key distribution and propose the countermeasures to overcome the analyzed problems. Additionally, WPA authenticator key management state machine to which the solutions are applied is described. The reconstructed WPA authenticator key management state machine helps the AP perform efficiently group key exchange and group key update in the mixed-mode.