• Journal of the Korean earth science society
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• v.25 no.6
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• pp.443-473
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• 2004

In northern Gohung granitic gneiss, porphyroblastic gneiss and migmatitic gneiss are widely distributed. Gneisses were plotted in granodiorite domain on an lUGS silica-alkali diagram. The amounts of trace elements (Li, Zn, Sc, Sr, Ni, V Y etc.) vs. $SiO_2$, somewhat decreased. Plagioclase showed a wide compositional range ($An_{32-48}$). $X_{alm}$ and $X_{sps}$ were higher in garnet rim and $X_{pyp}$ in garnet core. The rocks in the study area were formed from S and I-type magmas which generated from syn-collision and the late to post-orogenic tectonic environment. Metamorphic P-T conditions u·ere low to medium pressure, high temperature (803-913$^{\circ}C$, 6.1-7.3 kb) and overprinted by retrograde metamorphism (570-726$^{\circ}C$, 2.2-5.1 kb) and chloritization.

• Journal of Auto-vehicle Safety Association
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• v.4 no.2
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• pp.37-43
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• 2012

The purpose of this research is to obtain and analyze dynamic responses from human volunteers for the development of the human-like mechanical or mathematical model for Korean males in automotive rear collisions. This paper focused on the introduction to a low-speed rear impact sled test involving Korean male subjects, and the accumulation of the motion of head and neck. A total of 50 dynamic rear impact sled tests were performed with 50 human volunteers, who are 30-50 year-old males. Each subject can be involved in only one case to prevent any injury in which he was exposed to the impulse that was equivalent to a low-speed rear-end collision of cars at 5-8 km/h for change of velocity, so called, ${\Delta}V$. All subjects were examined by an orthopedist to qualify for the test through the medical check-up of their necks and low backs prior to the test. The impact device is the pendulum type, tuned to simulate the crash pulse of a real vehicle. All motions and impulses were captured and measured by motion capture systems and pressure sensors on the seat. Dynamic responses of head and T1 were analyzed in two cases(5 km/h, 8 km/h) to compare with the results in the previous studies. After the experiments, human subjects were examined to check up any change in the post medical analysis. As a result, there was no change in MRI and no injury reported. Six subjects experienced a minor stiffness on their back for no more than 2 days and got back to normal without any medical treatment.

• Journal of Institute of Control, Robotics and Systems
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• v.20 no.12
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• pp.1272-1277
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• 2014

This article describes a path planning algorithm for fixed-wing UAVs when a real terrain should be considered. Nowadays, many UAVs are required to perform mission flights near given terrain for surveillance, reconnaissance, and infiltration, as well as flight altitude of many UAVs are relatively lower than typical manned aerial vehicles. Therefore, real terrain should be considered in path planning algorithms of fixed-wing UAVs. In this research, we have extended a spline-$RRT^*$ algorithm to three-dimensional planner. The spline-$RRT^*$ algorithm is a $RRT^*$ based algorithm, and it takes spline method to extend the tree structure over the workspace to generate smooth paths without any post-processing. Direction continuity of the resulting path is guaranteed via this spline technique, and it is essential factor for the paths of fixed-wing UAVs. The proposed algorithm confirm collision check during the tree structure extension, so that generated path is both geometrically and dynamically feasible in addition to direction continuity. To decrease degrees of freedom of a random configuration, we designed a function assigning directions to nodes of the graph. As a result, it increases the execution speed of the algorithm efficiently. In order to investigate the performance of the proposed planning algorithm, several simulations are performed under real terrain environment. Simulation results show that this proposed algorithm can be utilized effectively to path planning applications considering real terrain.

• Proceedings of KOSOMES biannual meeting
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• 2005.11a
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• pp.41-46
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• 2005

It have been known that the probability of accidental happening in towing-barge is higher than that of other merchant vessels. Because the towing-barge is restricted in thier manoeuvring ability due to its towingline. A report from ministry maritime affairs and fisheries said that the rate of collision accident for towing-barge is $40\%$ high tlnn other transport system in sea. A number of researches have been carried out to improve the safety policy in the towing-barge sea transportation system by the gorvernment. This study examined the safety status in domestic towing-barge sea transportation system The registration status, safety operational policy and post accidental data were also examined A survey research of experts relating to towing-barge operation also was carried out to find the detailed of safety status. This study would be applicable to set up safety policy for towing-barge marine transportation system.

• Proceedings of KOSOMES biannual meeting
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• 2005.11a
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• pp.47-52
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• 2005

It have been known that the probability of accidental happening in towing-barge is higher than that of other merchant vessels. Because the towing-barge is restricted in thier manoeuvring ability due to its towingline. A report from ministry maritime affairs and fisheries said that the rate of collision accident for towing-barge is $40\%$ high than other transport system in sea A number of researches have been carried out to improve the safety policy in the towing-barge sen transportation system by the gorvernment This study examined the safety status in domestic towing-barge sen transportation system The registration status, safety operational policy and post accidental data were also examined. A survey research of experts relating to towing-barge operation also was carried out to find the detailed of safety status. This study would be applicable to set up safety policy for towing-barge marine transportation system.

• Journal of the Ergonomics Society of Korea
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• v.34 no.5
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• pp.363-375
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• 2015

Objective: This study aims to recognize the risk of current traffic systems and to investigate a method to decrease risk by doing exercise using an elastic-band and cognitive rehabilitation. Background: The existing traffic system usually focuses on the ordinary citizens, which may not be appropriate to the elderly. It may affect the cognition and walking speed of the elderly. This study tries to examine whether cognition and muscle training is appropriate to improve their vulnerability. Therefore this study will provide human ergonomics - based basic data in relation to the elderly to identify the risk of current signal system and to mitigate the risk. Method: A total of 30 elderly participants were divided into two groups: experimental and control groups. Experimental group (n=15) was trained to strengthen their muscles and to promote cognition, whereas control group (n=15) was not. The training was conducted twice a week for three weeks. To strengthen muscles, a yellow colored elastic-band was used, and a computer program for cognitive rehabilitation was used to develop cognition. In the experimental group, there were significant differences between pre and post exercises However, the control group didn't show any significant difference. The increase in cognition and walking speed was found in the experimental group, whereas there were no differences in the control group. Statistically there was no significant difference between the two groups. Results: The results of this study show that the exercise program using the elastic-band gave a positive effect on gait training thanks to the development of muscle power and balance. Conclusion: This study did not show any statistical difference or significant differences between the two groups, since time was restricted, we believe. Application: The results of the walking speed will help to prevent traffic collision.

• Journal of the Ergonomics Society of Korea
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• v.33 no.5
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• pp.407-422
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• 2014

Objective: The purpose of the study is to develop quantitative usability evaluation criteria for senior-friendly autonomous transportation robot. Background: The Republic of Korea has become the most rapidly aging society, and is anticipated to enter the post-aged society in 2026. To raise the quality of life of a senior with limited mobility and to reduce the burden of caregivers, many high-tech assistive products with information technologies are developed nowadays. The senior-friendly autonomous transportation robot is one person robot vehicle to move a senior to the destination for hospitals, nursing homes or silver town complex. With built-in navigation system and environmental monitoring censors, it automatically seeks the path to the destination and avoids collision to obstacles and pedestrians on the way. Due to the early stage of the product, few usability studies in this field have been done, mostly on general service robots to assist seniors, power wheelchairs and delivery robots. ISO and KS standards for the service robots are focused on safety. Method: Based on the reference usability index, the early draft of the usability evaluation questionnaires was developed. After small group tests and interviews, the experts modified the initial draft to the Usability Evaluation Criteria for Senior-Friendly Autonomous Transportation Robot (UEC-SFATR). Result: UEC-SFATR consisted of 4 subscales - Safety, Controllability, Efficiency and Satisfaction. All of the 4 subscales of UEC-SFATR were passed the reliability criteria by 4 groups of seniors, divided by gender and familiarity of smart-devices. Conclusion: UEC-SFATR covers wider area of user experiences of the SFATR and is a good measurement tool to help both the users and developers of the robot. Application: This study provides guide to the future product development and product competitiveness evaluation by quantifying user experiences for the SFATR.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.4
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• pp.10-19
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• 2014

Despite the movement of safe traffic by the Korean government to reduce deaths in traffic accidents, the casualties increase year by year. In particular, more and more accidents and casualties are reported from car collisions from the back of the vehicles parked for managing traffic accidents on the road, cleaning main roads and medial strips, repairing roads. In order to response to these accidents, the government should take protective measures for road users. In the last decade, seventy-one cases have been reported to occur during highway repair and maintenance. As a result, eight persons were killed and seventy-six were injured, showing the high death rate of 11.3 percent. Therefore, it seems urgent to take some actions against it. The United States and European countries legislate that vehicles of road repair and maintenance should be mandatorily equipped with shock absorber at the back. Korea, however, does not have such legislative measures, which are needed at this time to protect workers on the road. This study compares the performance of the traditional shock absorber for road maintenance vehicles with that of the rear safety guard using air bag, manufactured in accordance with related laws in Korea. Based on the results of the 60km/h rear collision test, this paper proposes improvements in related laws and regulations in an attempt to reduce casualties.

• Economic and Environmental Geology
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• v.19 no.1
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• pp.35-55
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• 1986

The area of this study is located in the Sang dong district, Youngwol Gun, Kangwon Do, where the Ogcheon fold belt comes into contact with the Ryongnam massif. The area is covered by the Precambrian metasedimentary rocks of Yulri Group in the south from the line of Ungyosan-Maebongsan-Jansan-Taebaegsan Mountains and by the Cambro-Ordovician sedimentary rocks of Choseon Supergroup in the north. The Choseon Supergroup unconformably overlies the Yulri group. Several granitic intrusives occur in the Precambrian and Cambro-Ordovician terrain. The purpose of this study is to clarify the geochronology, mineralogical composition, geochemical characteristics, petrogenesis and tectonic settings of the Precambrian granitic rocks, and to evaluate the P.T. conditions of granitic intrusions. The K/Ar ages obtained from the muscovite of Nonggeori Granite, Naedeogri granite and pegmatite intruded into the Yulri Group are Early Proterozoic ($1805{\pm}18Ma$ to $1642{\pm}23Ma$), and those from the migmatitic pegmatite are Late Carboniferous ($305{\pm}4Ma$), respectively. The Precambrian granitic rocks are characterized by the presence of muscovite, tourmaline and grey feldspar with faint lineation of mafic minerals. In terms of mineralogical and chemical composition, the granitic rocks are felsic, calc-alkalic, peraluminous and S-type (ilmenite-series). The geochemical characteristics of major and trace elements indicate that the granitic rocks belong to syn-collision setting at the compressional plate margin. They were formed by progressive melting of relatively homogeneous crustal materials under 1~3kb and $670^{\circ}{\sim}720^{\circ}C$ in aqueous fluid conditions, and the Naedeogri granite was more fractionated than the Nonggeori granite. During the Taebaeg disturbance, Nonggeori granite, Naedeogri granite and pegmatite were intruded and emplaced into the Yulri Group. Migmatitic pegmatite occurring in the southwestern area, however, gave much younger muscovite age than the pegmatite intruded into the Yulri Group in rest of the area did, that might be due to the regional metamorphism of the Post-Choseon disturbance. The Geodo granitic mass and the Imog granite were intruded during the Bulgugsa disturbance.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.2
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• pp.179-185
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• 2011

A marine collision accident occurred at the Jin-do water way. A barge loaded with heavy equipment of Power Generation Plant was being towed at its side by two tugs "A" and "B" from Byeg-pa harbour to the designated position to be used for power generation plant near Jin-do bridge. The Power Generation Plant was 40-meters high loaded atop the barge. When the "tugs and tow" were approaching the Jin-do the bridge, the two towing tugs lost maneuvering control of the barge and it went off-course, hit first the waterway embankment and finally struck the lower part of bridge's span and post musing the barge to capsize and sunk its cargo into the sea. The bridge also suffered damages where the top of the Plant struck At the time of the accident, there was a strong tidal current at the waterway. This paper calculates the safe towing force of barges with heavy loads when traversing in a strong tidal current situation in narrow waterway.