• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1614-1621
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• 2008

I accomplished a curve section traveling safety assessment analysis followed with railway condition for elevation of a curve passage speed of train utilizing trail analysis model. As a result, we confirmed that excess cant influence in badly traveling safety of train followed with cant change and cant shortage influence in badly traveling safety in case of large a curve radius and traveling safety of originally a curve section is most wrong. Also we confirmed that shortage of relief a curve length influence in badly traveling safety followed with change of relief a curve length.

• Journal of the Korean Statistical Society
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• v.23 no.2
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• pp.293-301
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• 1994

In this paper we propose a variable selection criterion minimizing influence curve in regression, and compare it with other criteria such as $C_p$(Mallows 1973) and adjusted coefficient of determination. Examples and extension to the generalized linear models are given.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2001.05a
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• pp.991-996
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• 2001

It is well known that there are two experimental errors on acoustic decay measurements. One is due to the influence of the band pass filter the other one is that of an averaging device. In this paper the influence of the filter is in detail investigated. To minimize the influence of filter, the product of the filter bandwidth Β (3㏈ bandwidth) and the reverberation time T$\sub$60/ of the room under test is at least 16. Moreover, if the initial part of an acoustic decay curve is important, the strong requirement, i.e. BT$\sub$60/＞ 64, must be satisfied. In this paper, the wavelet filter bank instead of the band pass filter bank is applied to obtain an acoustic decay curve. As results, the influence of filter is reduced and then the value of BT$\sub$60/ required for obtaining an acceptable decay curve is at least 4. The strong requirement for the initial part of a decay curve is also replaced by the BT$\sub$60/＞ 16 instead of BT$\sub$60/＞ 64.

• Structural Engineering and Mechanics
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• v.24 no.5
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• pp.585-599
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• 2006

This paper describes a series of laboratory tests carried out to evaluate the influence of bed joint orientation on interlocking grouted stabilised mud-flyash brick masonry under uniaxial cyclic compressive loading. Five cases of loading at $0^{\circ}$, $22.5^{\circ}$, $45^{\circ}$, $67.5^{\circ}$ and $90^{\circ}$ with the bed joints were considered. The brick units and masonry system developed by Prof. S.N. Sinha were used in present investigation. Eighteen specimens of size $500mm{\times}100mm{\times}700mm$ and twenty seven specimens of size $500mm{\times}100mm{\times}500mm$ were tested. The envelope stress-strain curve, common point curve and stability point curve were established for all five cases of loading with respect to bed joints. A general analytical expression is proposed for these curves which fit reasonably well with the experimental data. Also, the stability point curve has been used to define the permissible stress level in the brick masonry.

• Journal of the Chungcheong Mathematical Society
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• v.34 no.1
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• pp.37-53
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• 2021

In this paper we define scaled visual curvature and visual Frenet frame that can be visually accepted for discrete space curves. Scaled visual curvature is relatively simple compared to multi-scale visual curvature and easy to control the influence of noise. We adopt scaled minimizing directions of height functions on each neighborhood. Minimizing direction at a point of a curve is a direction that makes the point a local minimum. Minimizing direction can be given by a small noise around the point. To reduce this kind of influence of noise we exmine the direction whether it makes the point minimum in a neighborhood of some size. If this happens we call the direction scaled minimizing direction of C at p ∈ C in a neighborhood Br(p). Normal vector of a space curve is a second derivative of the curve but we characterize the normal vector of a curve by an integration of minimizing directions. Since integration is more robust to noise, we can find more robust definition of discrete normal vector, visual normal vector. On the other hand, the set of minimizing directions span the normal plane in the case of smooth curve. So we can find the tangent vector from minimizing directions. This lead to the definition of visual tangent vector which is orthogonal to the visual normal vector. By the cross product of visual tangent vector and visual normal vector, we can define visual binormal vector and form a Frenet frame. We examine these concepts to some discrete curve with noise and can see that the scaled visual curvature and visual Frenet frame approximate the original geometric invariants.

• Computers and Concrete
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• v.15 no.2
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• pp.199-213
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• 2015

The residual fracture toughness of post-fire normal-strength concrete subjected up to $600^{\circ}C$ is considered by the wedge splitting test. The initial fracture toughness $K_I^{ini}$ and the critical fracture toughness $K_I^{un}$ could be calculated experimentally. Their difference is donated as the cohesive fracture toughness $K_I^c$ which is caused by the distribution of cohesive stress on the fracture process zone. A comparative study on determining the residual fracture toughness associated with three bi-linear functions of the cohesive stress distribution, i.e. Peterson's softening curve, CEB-FIP Model 1990 softening curve and Xu's softening curve, using an analytical method is presented. It shows that different softening curves have no significant influence on the fracture toughness. Meanwhile, comparisons between the experimental and the analytical calculated critical fracture toughness values further prove the validation of the double-K fracture model to the post-fire concrete specimens.

• Journal of Advanced Marine Engineering and Technology
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• v.5 no.1
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• pp.20-27
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• 1981

The alignment of propulsion shaft systems by the fair curve method has been developed over the past twenty years and in recent years its basic problems have been almost solved. At the present time, studies on introducing actual conditions are being undertaken. In a fair curve alignment, its aim is to achieve a stable shaft system which will be relatively insensitive to misalignment or the influence of external factors such as thermal variations due to the sunshine, speed change, etc. The key point of fair curve alignment is the calculations of reactions in the straight support and reaction influence numbers. The present authors have developed those calculating method by the matrix method of the three-moment theorem. The fair curve alignment is based on the analysis of propulsion shaft system which is assumed as a continous beam on multiple support points. The propeller shaft is divided into several elements. For each element, the nodal point equation is derived by the three-moment theorem. Reaction of supporting points of straight shaft and reaction influence numbers are calculated by the matrix calculation of each nodal point equation. It has been found that results of calculation for the model shaft agree well with those of experiment which had been measured by the strain gauge method. Results of calculation for the actual propulsion shafting of the steam turbine had been compared also with those of Det norske Vertas.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.34 no.4
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• pp.403-411
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• 2016

This research has the purpose to develop a method to evaluate whether station’s area of influence has been formed, and verify formation of the area of influence through empirical analysis of all subway stations in Seoul. First, we created buffers of 100m intervals from 100m to 1000m, based on subway station exits, calculated the average land price of each buffer, and divided station areas of influence into 10 clusters using K-means clustering with the average land prices as values of observation. Subsequently, we have assumed a decreasing price curve from increasing distance from a nearby subway station, estimated a price curve and evaluated whether the area of influence actually exists using regression analysis of each cluster. The 10 area of influence clusters were largely divided into strong, weak, and no area of influence of subway station. The stations where the strong areas of influence are formed are mainly located in center, sub-centers, and local centers; stations where weak and no areas of influence are formed are mostly located in the adjacent areas of center or sub-centers or suburbs.

• Proceedings of the KSME Conference
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• 2001.06e
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• pp.789-794
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• 2001

In this study, a program for the off-design performance prediction of multi-stage axial-compressors is developed based on stage-stacking method. To account for the increased losses at off-design conditions, generalized performance curve is applied. The purpose of this study is to investigate the influence of the choice of generalized performance curve and stator exit angle. For this purpose, we tested various generalized performance curves and stator exit angles. In conclusion, Muir's pressure coefficient curve gives a good prediction results regardless of the efficiency curve for a low-stage compressors. On the other hand, for high-stage compressors, The combination of Muir's pressure coefficient curve and Stone's efficiency curve gives a optimistic results. Stator exit angle has a small effect on overall performance curve.

• Proceedings of the Korea Concrete Institute Conference
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• 2002.05a
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• pp.125-130
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• 2002

The most important material parameters are fracture energy and the stress-crack opening displacement($\sigma$-w) curve to determine the behavior of concrete. Especially, the relationship between the $\sigma$-w curve is strongly important to determine the load-displacement curve of concrete that has a major influence on the fracture behavior of a concrete. In this paper, notched plain concrete beams with different strength level were tested under three-point bending and fracture energy, the load-deflection curve, and the load-crack mouth opening displacement(CMOD) curve were obtained from the experimental data. Also, the fictitious crack model(FCM) was applied to determine the load-deflection curve of notched plain concrete beams using various types of $\sigma$-w curve model proposed by Petersson and we compared experimental results with numerical ones carried out by Finite Element Method(FEM).