• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.101-113
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• 1995

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.

• Journal of KIISE:Software and Applications
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• v.37 no.6
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• pp.455-463
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• 2010

In this paper, we present an approach to sentence boundary detection for web documents that builds on statistical-based methods and uses rule-based correction. The proposed system uses the classification model learned offline using a training set of human-labeled web documents. The web documents have many word-spacing errors and frequently no punctuation mark that indicates the end of sentence boundary. As sentence boundary candidates, the proposed method considers every Ending Eomis as well as punctuation marks. We optimize engine performance by selecting the best feature, the best training data, and the best classification algorithm. For evaluation, we made two test sets; Set1 consisting of articles and blog documents and Set2 of web community documents. We use F-measure to compare results on a large variety of tasks, Detecting only periods as sentence boundary, our basis engine showed 96.5% in Set1 and 56.7% in Set2. We improved our basis engine by adapting features and the boundary search algorithm. For the final evaluation, we compared our adaptation engine with our basis engine in Set2. As a result, the adaptation engine obtained improvements over the basis engine by 39.6%. We proved the effectiveness of the proposed method in sentence boundary detection.

• Science of Emotion and Sensibility
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• v.15 no.2
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• pp.201-208
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• 2012

The objectives of this study were to investigate the psychoacoustic properties of PTFE(Poly tetra Fluoroethylene) laminated vapor permeable water repellent fabrics which are frequently used for sportswear, to examine the relationship among fabrics' basic characteristics, mechanical properties and the psychoacoustic properties, and finally to propose the predicting model to minimize the psychoacoustic fabric sound. A total of 8 specimens' frictional sound were recorded and Zwicker's psychoacoustic parameters such as loudness(Z), sharpness(Z), roughness(Z), and fluctuation strength(Z) were calculated using the Sound Quality Program. Mechanical properties of specimens were measured by KES-FB system. Loudness(Z) of specimen D-1 was the highest, which means the rustling sound of the specimen D-1 was the most noisy. Statistically significant difference among film type was observed only in loudness(Z) for fabric sound. Based on ANOVA and post-hoc test, specimens were classified into less loud PTFE film group (groupI) and loud PTFE film group (groupII). Loudness(Z) was higher when staple yarn was used compared when filament yarn was used. According to the correlation between the mechanical properties of fabrics and loudness(Z) in groupI, the shear properties, compression properties and weight showed positive correlation with loudness(Z). According to the regression equation predicting loudness(Z) of groupI, the layer variable was chosen. In groupII, variables explaining the loudness(Z) were yarn types and shear hysteresis(2HG5).

• Journal of Korean Society of Environmental Engineers
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• v.34 no.10
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• pp.694-701
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• 2012

The main purpose of this study is to evaluate of backwash system of hydrodynamic separator filter (HSF) with solar powered submerged pumps. It consists of a photovoltaic solar array, control electronics, battery, and two submersible pump powered by a 12 voltage DC motor. The laboratory scale study on treatable potential of micro particles using backwash HSF that was a combined with perlite filter cartridge and backwash nozzles. Since it was not easy to use actual storm water in the scaled-down hydraulic model investigations, it was necessary to reproduce ranges of particle sizes with synthetic materials. The synthesized storm runoff was made with water and addition of particles; ion exchange resin partices, silica gel particles, and commercial area manhole sediment particles. HSF was made of acryl resin with 250 mm of diameter filter chamber and overall height of 800 mm. Four case test were performed with different backwashing conditions and determined the SS removal efficiency with various surface loading rates. The operated range of surface loading rate was about 308~$1,250m^3/m^2/day$. It was found that SS removal efficiency of HSF using two submersible pumps improved by about 18% compared with HSF without backwash. Nonpoint control devices with solar water pumping systems would be useful for backwashing the filter in areas with not suppling electricity and reduce filter media exchange cost.

• Journal of Dental Rehabilitation and Applied Science
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• v.32 no.1
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• pp.47-59
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• 2016

Purpose: The aim of this study was to investigate the changes in occlusal force after loss of the lower first molar depending on the inclination and extrusion of the adjacent and opposing teeth by using a strain gauge. Materials and Methods: Anatomic teeth were used to reconstruct the normal dental arch with loss of the lower right first molar. A uniformly thick layer of silicone was applied to the root to mimic the periodontal ligament. Four stages of dies with varying degrees of inclination and extrusion of the adjacent and opposing teeth were constructed and attached to master model interchangeably by using a CAD/CAM fabricated customized die system. The strain gauges were attached to teeth and a universal testing machine was used to determine the changes in occlusal force. An independent t-test and one-way ANOVA were performed (${\alpha}=.05$). Results: While simulating chewing food, the upper first, second premolar and lower second molar showed greater occlusal force than before extraction. When the change of adjacent teeth's occlusal force with their progressive movement after molar loss was evaluated, the difference among four die models was significant and was in the decreasing aspect (P < 0.05). Conclusion: When the lower first molar was lost and the adjacent teeth did not move yet, the occlusal force in adjacent teeth was higher than that when the lower first molar still existed. In addition, the occlusal force in the upper premolars and lower second molar decreased significantly with the progressive movement of adjacent teeth.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.37 no.8
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• pp.781-788
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• 2013

Predicting the engine component temperature is a basic step to conduct structural safety evaluation in medium-speed diesel engine design. Recent trends such as increasing power density and performance necessitate more effective thermal management of the engine for achieving the desired durability and reliability. In addition, the local temperatures of several engine components must be maintained in the proper range to avoid problems such as low- or high-temperature corrosion. Therefore, it is very important to predict the temperature distribution of each engine part accurately in the design stage. In this study, the temperature of an engine component is calculated by using steady-state conjugate heat transfer analysis. A proper approach to determine the thermal load distribution on the thermal boundary area is suggested by using 1D engine system analysis, 3D transient CFD results, and previous experimental data from another developed engine model. A Hyundai HiMSEN engine having 250-mm bore size was chosen to validate the analysis procedure. The predicted results showed a reasonable agreement with experimental results.

• Journal of dental hygiene science
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• v.13 no.2
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• pp.135-141
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• 2013

One factor for successful prognosis of finished dental prosthesis is good marginal fit. The purpose of this study in vitro investigation was to compare the marginal fit of all-ceramic crown before and after porcelain veneering, to evaluate the influence of high temperature of the porcelain firing on the fit. For this experiment, model of abutment tooth of maxillary right central incisor was prepared. Ten working models were produced. Ten zirconia cores were made by dental computer aided design/computer aided manufacturing system. The marginal fit of specimens were examined using silicone replica technique. Silicone replicas were sectioned four times and were measured through a digital microscope (${\times}160$). Marginal fit is a distance connected between edge end part of specimen and abutment margin. Each specimens was measured twice, the first measurement was done prior to veneering porcelain firing, while the second measurement was done after the porcelain firing to evaluate this process. Statistical analyses were performed with paired t-test. $Mean{\pm}SD$ marginal fit was $60.8{\pm}14.2{\mu}m$ for zirconia core and $86.1{\pm}13.3{\mu}m$ for all-ceramic crown. They were statistically significant differences (p<0.001). But all specimens showed a marginal fit where the gap widths ranged within the clinical recommendation ($120{\mu}m$), all-ceramic crown production using the zirconia core was adequate.

• Corrosion Science and Technology
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• v.12 no.1
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• pp.1-6
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• 2013

Recently Digital TV industry has drastically been moving the illuminating system, which causes an obvious product change from PDP and LCD to LED model to provide high-definition image. Due to strong competition in the digital industry, TV manufacturers make a great efforts to reduce production cost by using low-priced materials such as steels instead of aluminum and plastic etc. In this paper we have developed a new low-priced electrogalvanized steel sheet, which has a black resin composite layer, to substitute conventional high-priced PCM steel and plastic mold for rear cover panel in the digital TV. The black resin composite was prepared by mechanical dispersion of the mixture solution that consists of high solid polyester resin, melamine hardener, black pigment, micronized silica paste, polyacrylate texturing particle and miscellaneous additives. The composite solution was coated on the steel sheet using roll coater followed by induction furnace curing and cooling. Although the coated layer has a half thickness compared to the conventional PCM steels having $23{\mu}m$ thickness, it exhibits excellent quality for the usage of rear cover panel. The new steel sheet was applied to test products to get quality certification from worldwide electronic appliance customers. Detailed discussion provides in this paper including preparation of composite solution, roll coating technology, induction curing technology and quality evaluation from customers.

• Journal of Korean Society of Steel Construction
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• v.17 no.1 s.74
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• pp.1-11
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• 2005

A bi-level damage detection algorithm that utilizes the dynamic responses of the structure as input and neural network (NN) as pattern classifier is presented. Signal anomaly index (SAI) is proposed to express the amount of changes in the shape of frequency response functions (FRF) or strain frequency response function (SFRF). SAI is calculated using the acceleration and dynamic strain responses acquired from intact and damaged states of the structure. In a bi-level damage identification algorithm, the presence of damage is first identified from the magnitude of the SAI value, then the location of the damage is identified using the pattern recognition capability of NN. The proposed algorithm is applied to an experimental model bridge to demonstrate the feasibility of the algorithm. Numerically simulated signals are used for training the NN, and experimentally-acquired signals are used to test the NN. The results of this example application suggest that the SAI-based pattern recognition approach may be applied to the structural health monitoring system for a real bridge.

• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
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• v.13 no.3
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• pp.181-186
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• 2015

It is necessary to develop an effective waste salt treatment technology for the minimization of radioactive waste generation from the pyroprocessing of spent nuclear fuel. For this reason, the separation characteristics of NdCl₃ from LiCl-KCl eutectic salt in a reactive distillation process using Li₂CO₃ or K₂CO₃ were observed. NdCl₃ was converted into oxychloride (NdOCl) or oxide (Nd₂O₃) in the reaction model between NdCl₃ and the carbonates using HSC-Chemistry, and this result was confirmed in the reactive distillation test of the LiCl-KCl-NdCl₃ system using the carbonates. Based on these results, the reactive distillation process conditions were determined to separate NdCl₃ into an oxide form (Nd₂O₃) which can be easily fabricated into a final waste form.