• International conference on construction engineering and project management
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• 2013.01a
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• pp.479-487
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• 2013

State Highway Agencies (SHAs) have started utilizing cost-plus-time bidding (A+B bidding) since Federal Highway Agency (FHWA) declared it operational on May 4, 1995. Although this technique has successfully accelerated many projects by incorporating construction time in the bidding competition, a framework to illustrate the interactions of incentive/disincentive (I/D) rates on the competitiveness of contractors participating in the bid competition is yet to be developed. In a previous research, authors indicated that for each bid competition there is an efficient cap for I/D rates which are dictated by the capabilities of contractors in project acceleration. However, the results of previous study were based on the assumption that there is a statistically significant relationship between cost and time. In this study, the entire cost-plus-time projects implemented by the Oklahoma Department of Transportation (ODOT) were investigated. Then the significance of relationship between cost and time were analyzed for each contractor utilizing Analysis of Variance (ANOVA) technique, and the price-time function of each contractor was determined by regression analysis. The results of the analysis indicate that there is a significant relationship between cost and time for the majority of contractors. However, a quadratic relationship is not always significant and for some contractors a linear price-time relationship is significant. The results of this project can be used not only by ODOT to optimize the incentive/disincentive rates but also by contractors to determine the most competitive strategies of other bid participants.

• The Journal of Korea Robotics Society
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• v.18 no.4
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• pp.427-435
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• 2023

This paper proposes a method of estimating the pose of a mobile robot by using a learning model. When estimating the pose of a mobile robot, wheel encoder and inertial measurement unit (IMU) data are generally utilized. However, depending on the condition of the ground surface, slip occurs due to interaction between the wheel and the floor. In this case, it is hard to predict pose accurately by using only encoder and IMU. Thus, in order to reduce pose error even in such conditions, this paper introduces a pose estimation method based on a learning model using data of the wheel encoder and IMU. As the learning model, long short-term memory (LSTM) network is adopted. The inputs to LSTM are velocity and acceleration data from the wheel encoder and IMU. Outputs from network are corrected linear and angular velocity. Estimated pose is calculated through numerically integrating output velocities. Dataset used as ground truth of learning model is collected in various ground conditions. Experimental results demonstrate that proposed learning model has higher accuracy of pose estimation than extended Kalman filter (EKF) and other learning models using the same data under various ground conditions.

• Geomechanics and Engineering
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• v.36 no.3
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• pp.277-293
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• 2024

Shored Mechanically Stabilized Earth (SMSE) walls are types of soil retaining structures that increase soil stability under static and dynamic loads. The damage caused by an earthquake can be determined by evaluating the probabilistic seismic response of SMSE walls. This study aimed to assess the seismic performance of SMSE walls and provide fragility curves for evaluating failure levels. The generated fragility curves can help to improve the seismic performance of these walls through assessing and controlling variables like backfill surface settlement, lateral deformation of facing, and permanent relocation of the wall. A parametric study was performed based on a non-linear elastoplastic constitutive model known as the hardening soil model with small-strain stiffness, HSsmall. The analyses were conducted using PLAXIS 2D, a Finite Element Method (FEM) program, under plane-strain conditions to study the effect of the number of geogrid layers and the axial stiffness of geogrids on the performance of SMSE walls. In this study, three areas of damage (minor, moderate, and severe) were observed and, in all cases, the wall has not completely entered the stage of destruction. For the base model (Model A), at the highest ground acceleration coefficient (1 g), in the moderate damage state, the fragility probability was 76%. These values were 62%, and 54%, respectively, by increasing the number of geogrids (Model B) and increasing the geogrid stiffness (Model C). Meanwhile, the fragility values were 99%, 98%, and 97%, respectively in the case of minor damage. Notably, the probability of complete destruction was zero percent in all models.

• Journal of the Korea Institute of Military Science and Technology
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• v.27 no.5
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• pp.619-627
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• 2024

As AI technology advances, interest in performing multi-robot autonomous missions for manned-unmanned teaming (MUM-T) is increasing. In order to develop autonomous mission performance technology for multiple robots, simulation technology that reflects the characteristics of real robots and can flexibly apply various missions is needed. Additionally, in order to solve complex non-linear tasks, an API must be provided to apply multi-robot reinforcement learning technology, which is currently under active research. In this study, we propose the campaign model to flexibly simulate the missions of multiple robots. We then discuss the results of developing a simulation environment that can be edited and run and provides a reinforcement learning API including acceleration performance. The proposed simulated control module and simulated environment were verified using an enemy infiltration scenario, and parallel processing performance for efficient reinforcement learning was confirmed through experiments.

• Smart Structures and Systems
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• v.33 no.6
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• pp.385-398
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• 2024

To improve the accuracy of time-frequency analysis (TFA) and instantaneous frequency (IF) extraction of structural dynamic response signals, this paper improves the spline-kernelled chirplet transform, and a new form of modified spline-kernelled chirplet transform (MSCT) based on revised Gaussian window function and energy concentration principle is put forward. The effectiveness of the proposed method is verified by numerical examples of single-component signal, multicomponent signal, single-degree-of-freedom Duffing nonlinear system and two-layer shear frame structure model. Then, a time-varying cable test is designed to collect the acceleration response signals under linear changing tension, and the IF extraction of these signals is performed by using MSCT, which further verifies the effectiveness and accuracy of this method. Through numerical simulation and experimental verification, it is proved that the proposed method can effectively extract the IF of nonlinear structure and time-varying structure.

• Nuclear Engineering and Technology
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• v.56 no.9
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• pp.3933-3941
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• 2024

The paper concerns a room-temperature cross-bar H-mode (CH) drift tube linac (DTL) with KONUS (Kombinierte Null Grad Struktur) [1,2] beam dynamics. To make the acceleration in DTL cell more efficient, we studied the correlation between transit time factor (TTF) and structural coefficients, first. Furthermore, we developed a new code with Python to demonstrate the longitudinal dynamics more clearly. The code computationally generates clusters, bunch centers, and emittance growth in a single figure. Thus, the stabilization region and cluster evolution at various negative phases can be studied. Based on the above studies, we designed a 162.5 MHz CH-DTL to accelerate 10 mA D⁺ from 2.11 MeV to 3.25 MeV in continuous-wave (CW) mode. The proposed CH-DTL is a part of the Middle Energy Neutron Source (MENS). The dynamics and RF design were iterated to make the gap voltage error lower than 1 %. The initial beam is assumed to come from a Radio Frequency Quadrupole accelerator (RFQ). The geometries of the CH-DTL are optimized by using CST. Multiparticle tracking from LEBT to RFQ is performed with TraceWin and the transmission efficiency in the CH-DTL is 100 %.

• Journal of Yeungnam Medical Science
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• v.24 no.2
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• pp.216-231
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• 2007

Background : An acceleration or deceleration of the heart rate (HR), which reflects autonomic effects, is observed before the onset of paroxysmal atrial fibrillation (PAF). The purpose of this study was to assess the discrepancy in the autonomic interactions before the onset of PAF for different patterns of change in the HR. Materials and Methods : From 105 Holter tapes with the PAF recorded, 55 episodes (42 patients, 34 men, $58{\pm}12$ years) of PAF (>5 min), preceded by a sinus rhythm for more than 1 hour, were selected and submitted to time-domain and frequency-domain HR variability analyses. Fifty-five episodes were divided into 2 groups: group A PAF (n=30) with acceleration of the HR during the last 2 minutes before the PAF and group B (n=25) with deceleration of the HR. Results : A significant linear decrease in the mean R-R interval was observed in group A ($924{\pm}30$ to $835{\pm}28ms$, $P$=0.001) and an increase from $831{\pm}32$ to $866{\pm}31ms$ in group B PAF episodes ($P$=0.046). In the frequency-domain analyses, the LF/HF ratio exhibited a progressive linear increase before the PAF in group A ($P$=0.005). The HF normalized units (HFnu) and natural logarithm-transformed HF ($In$HF) values decreased from $30.8{\pm}4.0$ to $16.1{\pm}1.8$ ($P$=0.003) and $4.49{\pm}0.25$ to $4.07{\pm}0.22$ ($P$=0.001), respectively. Contrary to the results in group A, a significant increase in the HF components (HFnu and $In$HF) (from $22.6{\pm}3.2$ to $30.2{\pm}4.0$, $P$=0.005, and $4.27{\pm}0.27$ to 4.75 0.33, $P$=0.001, respectively) and a resultant decrease in the LF/HF ratio were observed in group B PAF episodes. No significant changes were observed in the LF components in either PAF group. Conclusion : Autonomic stimuli leading to an acceleration or deceleration of the HR before the onset of AF are due to parasympathetic modulation. Parasympathetic modulation plays a key role in the initiation of PAF.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.2A
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• pp.89-96
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• 2011

The damping ratio as an index of bridge vibration could be considered as one of the important dynamic characteristics of a suspension bridge. But estimating of damping ratio on an existing suspension bridge under ambient vibration condition could be a laborious task. Moreover, it is not simple to directly distinguish aerodynamic damping and friction damping from apparent damping. According to previous studies, the aerodynamic damping properties can be linearly affected by wind speed level, and apparent damping ratio can be affected by amplitude of vibration. Therefore, in this article, the relationships among damping ratio, wind speed level and amplitude of acceleration were studied for separating extract aerodynamic damping and friction damping from apparent damping. Damping ratios on Sorok Bridge, a suspension bridge which is a located in Go-Heung, Korea, were estimated by two different methods as using Hilbert transform and extended Kalman filter which were well known as effective estimation methods for non-linear state. It was possible to distinguish aerodynamic damping and friction damping from apparent damping using averaged normal components of wind speed, RMQ values of acceleration, and estimated damping ratios from wind-induced vibration responses and vehicle loading responses.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.45 no.1
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• pp.46-55
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• 2009

To compare and evaluate the suitability and comfort levels of the environment on board a stern trawl training ship, KAYA(GT: 1737 tons, Pukyong National University), with the international standardization guide ISO 6954:2000(E), measurements of the hull vibration on accommodation areas and working areas of the training ship from July 8 to July 10, 2008 were completed upon KAYA's linear sea route. The vibrations along the z-axis were measured with the use of a 3-axis vibration level meter, which included a marine vibration card. Results show accelerations of the vibrations on the passenger's accommodation area to be 42.0-115.8(average: 78.0, standard deviation(SD): 21.0) mm/$s^2$, which is largely below the permissible upper limit, but 75 % of the observation points exceeded the permissible lower limit of 71.5 mm/$s^2$, indicating a comfortable environment. The accelerations of the vibration in a frequency of 10-24Hz lowering the visual performance were measured at 2.5-12.0(average: 7.6, SD: 3.1) mm/$s^2$. The crew s accommodation area experienced vibration accelerations of 42.9-82.3(average: 93.1, SD: 53.1) mm/$s^2$, which is generally below the permissible upper limit of 214.0 mm/$s^2$, and 62.5% of the observation points did not exceed the permissible lower limit of 107.0 mm/$s^2$, denoting a level of comfort. The acceleration of the vibration in a frequency of 10-24Hz were 4.7-28.3(average: 12.4, SD: 8.8) mm/$s^2$. On the crew s working area the accelerations were measured at 86.9-153.9(average 119.3, SD 18.0) mm/$s^2$. These values were generally below the permissible upper limit of 286.0 mm/$s^2$ and only 12.5% of the observation points did not exceed the permissible lower limit of 143.0 mm/$s^2$, the level at which a high level of comfort is maintained. The accelerations in frequency of 10-24Hz and 30Hz were 9.1-29.8 (average 13.8, SD= 4.5) mm/$s^2$ and 8.9-13.7 (average 11.8, SD 2.1) mm/$s^2$, respectively. In conclusion the boarding environment of the training ship was good in general although an improvement of the vibration condition partially needed on the crew s accommodation area near the engine room.

• Journal of the Earthquake Engineering Society of Korea
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• v.6 no.5
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• pp.59-66
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• 2002

Long-rails in railways and high-speed railway are subjected to additional stresses resulted from the displacements inconsistence between upper structures, and this phenomenon is more remarkable in continuous bridges than in simple bridges. For the sake of safety, railways have to guarantee trains to stop safely without derailment even in the event of earthquake. The influences of acceleration, braking, and temperature were analyzed by static nonlinear method. But earthquake loads that require dynamic nonlinear analysis are not considered in these methods. Because linear relation between relative displacements of decks and rail stresses is not guaranteed at the nonlinear systems such as long rails on the bridges, it is required compute to rail stresses considering both braking and earthquake load by nonlinear dynamic analysis method. In this study, dynamic analysis method with material non-linearity for rails on continuous bridges according to the Taiwan High Speed Railway(THSR) Design Specification volume 9 was developed. And additional stresses and displacements of long rails for acceleration, braking, and earthquake loads were analyzed by this method.