• Journal of the Korean Society for Nondestructive Testing
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• v.32 no.5
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• pp.484-493
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• 2012

Since the 1980s, there have been many research activities devoted to quantitatively characterizing and imaging human tissues based on sound speed, attenuation coefficient, density, nonlinear B/A parameter, etc., but those efforts have not yet reached the stage of commercialization. However, a new imaging technology termed elastography, which was proposed in the early 1980s, has recently been implemented in commercial clinical ultrasound scanners, and is now being used to diagnose prostates, breasts, thyroids, livers, blood vessels, etc., more quantitatively as a complementary adjunct modality to the conventional B-mode imaging. The purpose of this article is to introduce and review various elastographic algorithms for use in quasistatic or static compression type elasticity imaging modes. Most of the algorithms are based on the crosscorrelation or autocorrelation function methods, and the fundamental difference is that the time shift is estimated by changing the lag variable in the former, while it is directly obtained from the phase shift at a fixed lag in the latter.

• Journal of Environmental Impact Assessment
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• v.26 no.1
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• pp.11-26
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• 2017

Approximate empirical equations obtained by measuring overall noise levels at different distances have been used to evaluate environmental influence of the railway noise though the accurate prediction of noise levels is important. In this paper, a noise prediction model considering the frequency characteristics of noise sources and propagation was suggested to improve the accuracy of noise prediction. The railway noise source was assorted into track, wheel, traction and aerodynamic components and they were characterized with the source strength and speed coefficient at each octave-band frequency. Correction terms for the acoustic roughness and the track/bridge condition were introduced. The sound attenuation from a source to a receiver was calculated taking account of the geometrical divergence, atmospheric absorption, ground effect, diffraction at obstacles and directivity of source by applying ISO 9613-2. For obtaining the source strength and speed coefficients, the results of rolling noise model, numerical analysis and measurements of pass-by noise were analyzed. We compared the predicted and measured noise levels in various vehicles and tracks, and verified the accuracy of the present model. It is found that the present model gives less error than the conventional one, so that it can be applied to make the accurate prediction of railway noise effect and establish its countermeasures efficiently.

• Journal of the Korean Society of Radiology
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• v.11 no.4
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• pp.221-225
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• 2017

To evaluate the performance of ultrasound imaging system, we investigated the change of spatial resolution according to changing sonic velocity change parameter provided by ultrasound equipment. Ultrasound phantom images were obtained using a 3.0 ~ 5.0 MHz convex transducer in an ultrasound diagnostic device used at a medical institution located at Iksan. N-365 multi-purpose ultrasound phantom was used to measure longitudinal distance measurement accuracy and longitudinal and transverse resolution. In the same manner, the sonic velocity of the ultrasound equipment was changed from 1580 m/sec to 1400 m/sec in six steps, and the full width at half maximum(FWHM) was measured using the image J program to determine whether the measured values were different. As a result, lateral resolution was measured from 1.91 mm to 5.3 mm according to the speed change, and the smallest FWHM was 1.91 mm at 1420 m/sec. The axial resolution was measured from 1.03 mm to 1.14 mm according to the speed change, and the smallest FWHM was 1.03 mm at 1400 m/sec. The slower the sound velocity of the ultrasound equipment, the shorter the length of longitudinal measurement.

• Journal of Biomedical Engineering Research
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• v.25 no.5
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• pp.343-349
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• 2004

Electroglottograph(EGG) is a signal recorded from the vocal cord vibration by measuring electrical impedance across the vocal folds through the neck skin. The purpose of this study was to develop EGG system and to evaluate possibility for the application on speech analysis and laryngeal disease diagnosis. EGG system was composed of two pairs of ring electrodes, tuned amplifier, phase sensitive detector, low pass filter, and auto-gain controller. It was designed to extract electric impedance after detecting by amplitude modulation method with 2.7MHz carrier signal. Extracted signals were transmitted through line-in of PC sound card, sampled and quantized. Closed Quotient(CQ), Speed Quotient(SQ), Speed Index(SI), fundamental frequency of vocal cord vibration(F0), pitch variability of vocal fold vibration (Jitter), and peak-to-peak amplitude variability of vocal fold vibration(Shimmer) were analyzed as EGG parameters. Experimental results were as follows: the faster vocal fold vibration, the higher values in CQ parameter and the lower values in SQ and SI parameters. EGG and speech signals had the same fundamental frequency. CQ, SQ, and SI were significantly different between normal subjects and patients with laryngeal cancer. These results suggest that it is possible to implement portable EGG system to monitor the function of vocal cord and to test functional changes of the glottis.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.99-109
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• 2004

Most traffic congestion on a freeway occurs in the merge area, where conflicts between mainline traffic and on-ramp traffic are frequently generated. So far, research on the merge area has mainly dealt with free flow traffic and research on the congested traffic at the merge area is rare. This study investigates the relationships between mainline traffic and on-ramp traffic at three different segments of the merge area. For this purpose, new indicators based on such traffic variables as flow, speed, and density are used. The results show that a negative relationship exists between mainline and on-ramp flow. It is also found that the speed and the density of the right two lanes in the mainline traffic are significantly affected by the on-ramp flow. Based on the correlation analysis of the indicators, it is confirmed that the ramp influence area is the right two lanes of the freeway mainline. The revealed relationships between mainline and on-ramp traffic may help to analyze the capacity of the downstream freeway segment of the merging area in congested traffic. The findings of this studyalso provide a basis to develop a model that estimates the merge traffic volume in congested traffic, which is neither theoretically nor empirically sound in most other traffic flow models developed so far.

• Journal of the Institute of Convergence Signal Processing
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• v.20 no.4
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• pp.245-251
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• 2019

Sonar bearing accuracy is the correspondence between the target orientation predicted by sonar and actual target orientation, and is obtained from measurements. However, when measuring sonar bearing accuracy, many errors are included in the results because they are made at sea, where complex and diverse environmental factors are applied. In particular, parallax error caused by the difference between the position of the GPS receiver and the sonar sensor, and the time delay error generated between the speed of underwater sound waves and the speed of electromagnetic waves in the air have a great influence on the accuracy. Correcting these parallax errors and time delay errors without an automated tool is a laborious task. Therefore, in this study, we propose a sonar bearing accuracy measurement equipment with parallax error and time delay error correction. The tests were carried out through simulation data and real data. As a result of the test it was confirmed that the parallax error and time delay error were systematically corrected so that 51.7% for simulation data and more than 18.5% for real data. The proposed method is expected to improve the efficiency and accuracy of sonar system detection performance verification in the future.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.36 no.3
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• pp.238-243
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• 2008

Several experimental techniques for identifying the noise sources distributed over a moving vehicle have been developed recently and are used to design a low noise vehicle. The beamforming method, which uses phase information between several microphones to localize the source position, is proved to be one of the promising techniques applicable even under complicated test environments. In this study a beamforming algorithm is developed and applied to measure the dominant noise sources on a passenger car passing by. Unlike the acoustic signals from a stationary noise source, the sound generated from a moving source is distorted due to the Doppler effects. The information about the speed and relative position of the vehicle are used to eliminate the Doppler effects from the measured acoustic signal by using a de-Dopplerization algorithm. The noise generated from a moving vehicle can be grouped in many ways, however, tire noise and the noise generated from the engine are distinguishable at the speeds being tested.

• Korean Journal of Environment and Ecology
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• v.28 no.4
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• pp.404-410
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• 2014

In this study, we conducted an analysis of the drumming bioacoustics of three woodpeckers typical to South Korea. The targeted species were, from largest to smallest in size, the Black Woodpecker(Dryocopus martius), the Great Spotted Woodpecker(Dendrocopos major) and the Japanese Pygmy Woodpecker(Dendrocopos Kizuki). The drumming sounds of these three species of woodpeckers were recorded and analyzed. Sound recordings were taken in the Guryongsa Valley, Chiaksan National Park and on the campus of Sangji University, Wonju City, South Korea. Drumming recordings were obtained in the following manner. As researchers walked along trails in the investigation areas, when woodpecker drumming sounds were indicated, positive identification of the species was made using binoculars then the recording of the drumming sound was started. The average time per drumming, in seconds, was Black Woodpecker(D. martius) 1.614 seconds, Great Spotted Woodpecker(D. major) 0.683 seconds and Japanese Pygmy woodpecker(D. Kizuki) 0.200 seconds. The average number of strikes for each drumming was Black Woodpecker(D. martius) 31.2 times, Great Spotted Woodpecker(D. major) 14.9 times and Japanese Pygmy Woodpecker(D. Kizuki) 6.7 times. The strike speed, in strikes/sec, for each species was the Black Woodpecker(D. martius)19.3strikes/sec, the Great Spotted Woodpecker(D. major) 21.8strikes/sec and Japanese Pygmy Woodpecker(D. Kizuki)33.3strikes/sec. The frequency of drumming, in Hertz, was Black Woodpecker(D. martius) 776.9Hz, Great Spotted Woodpecker (D. major) 1,213.8Hz and Japanese Pygmy Woodpecker(D. Kizuki) 826.0Hz. In interpreting this data, Analysis of Variance (ANOVA) was used and it was determined that there was a significant statistical difference between species in drumming duration, time and interval of striking. The findings support that the bigger the biomass of the woodpecker, the longer the drumming duration and striking time. However, the smaller the size of the woodpecker, the faster the strike speed. A correlation between body type size and drumming characteristics was clearly identified. As for strike frequency, measured in Hertz, the medium sized Great Spotted Woodpecker's (D. major) frequency was high whereas the Black Woodpecker(D. martius) and Japanese Pygmy Woodpecker's(D. Kizuki) frequency was similar. A clear trend in reference to body size on this measure does not exist.

• Korean Journal of Applied Biomechanics
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• v.12 no.2
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• pp.91-107
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• 2002

This research got the following conclusion as result that analyzed high clear action kinematically to 4 C girls' junior high school badminton players who are situated in Chungchong-bukdo. 1. Most of the subject didn't rotate their right shoulder and elbow joint at back swing and moved speedy to shuttle cock. And an cooperation action of joint decreases displaying only a good action on both subject`s specification joint part. 2. When the subject S1 and S2 swing slowly and largely the joint of shoulder and elbow and then the speed of right wrist and racket head is fast, the cooperation action of joint is better than other subject. 3. An angle change of right shoulder showed angle that all subjects are great being caused in softness of joint and angular velocity was exposed that load enough Impact force and increase the speed of racket head as angular velocity decreases rapidly in Impact except subject S3. 4. All subjects of right elbow angle change showed similar form and was exposed that subject S2 sees form of impact stage serious bends from back swing and do not use force effectively in angular velocity. 5. Angle of right wrist appeared that the speed of shuttle cock is decelerated because fast bends of wrist is not formed shortly after Impact because all subject do not accomplish big angle shortly after back swing. Angular velocity can assume that the subject S1 and S4 are using and move fast strong snap shot offering angular velocity value of Impact stage sound (-). 6. While size of Impact stage knee angle accomplishes angle that is big both subject, hip joint angles sees small angle and is playing swing that do on upper body and arm without using strong waist force that is composition action with knee and hip joint.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.10 no.4
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• pp.227-235
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• 1977

The noise pressure scattered underwater on account of the engine revolution of a pole and liner, Kwan-Ak-San(G. T. 234.96), was measured at the locations of Lat. $34^{\circ}47'N$, Long. $128^{\circ}53'E$ on the 16th of August 1976 and Lat. $34^{\circ}27'N$, Long. $128^{\circ}23'E$ on the 28th of July, 1977. The noise pressure passed through each observation point (Nos. 1 to 5), which was established at every 10m distance at circumference of outside hull was recorded when the vessel was cruising and drifted. In case of drifting, the revolution of engine was fixed at 600 r. p. m. and the noise was recorded at every 10 m distance apart from observation point No. 3 in both horizontal and vertical directions with $90^{\circ}$ toward the stern-bow line. In case of cruising, the engine was kept in a full speed at 700 r.p.m. and the sounds passed through underwater in 1 m depth were also recorded while the vessel moved back and forth. The noise pressure was analyzed with sound level meter (Bruel & Kjar 2205, measuring range 37-140 dB) at the anechoic chamber in the Institute of Marine Science, National Fisheries University of Busan. The frequency and sound waves of the noise were analyzed in the Laboratory of Navigation Instrument. From the results, the noise pressure was closely related to the engine revolution shelving that the noise pressure marked 100 dB when .400 r. p. m. and increase of 100 r. p. m. resulted in 1 dB increase in noise pressure and the maximum appeared at 600 r. p. m. (Fig.5). When the engine revolution was fixed at 700 r. p. m., the noise pressures passed through each observation point (Nos. 1 to 5) placed at circumference of out side hull were 75,78,76,74 and 68 dB, the highest at No.2, in case of keeping under way while 75,76,77,70 and 67 dB, the highest at No.3 in case of drifting respectively (Fig.5). When the vessel plyed 1,400 m distance at 700 r.p.m., the noise pressure were 67 dB at the point 0 m, 64 dB at 600m and 56 dB at 1,400m on forward while 72 at 0 m, 66 at 600 m and 57 dB at 1,400 m on backward respectively indicating the Doppler effects 5 dB at 0 m and 3 dB at 200 m(Fig.6). The noise pressures passed through the points apart 1,10,20,30,40 and 50 m depth underwater from the observation point No.7 (horizontal distance 20 m from the point No.3) were 68,75,62,59,55 and 51 dB respectively as the vessel was being drifted maintaining the engine revolution at 600 r. p. m. (Fig. 8-B) whereas the noise pressures at the observation points Nos.6,7,8,9 and 10 of 10 m depth underwater were 64,75,55,58,58 and 52 dB respectively(Fig.8-A).