• Proceedings of the KSR Conference
• /
• 1998.11a
• /
• pp.210-218
• /
• 1998

The ATO(Automatic Train Operation) System is used for train operation instead of drivers. It is interfaced with TCMS(Train Control and Monitoring System) and ATC/TWC system in the train and wayside facilities. In this paper describes configuration of ATO, specification of ATO hardware, construction of ATO software and the algorithm fur automatic train speed regulation in the carborn ATO system. ATO Application Software is consist of ART, SPR, REG, SRV and PSM tasks. ART task is main control part of the ATO that determine ATO control, ATO mode, state transition. SPR determine speed reference according to train motion status, track data, train data and restricted train speed. REG task regulated train speed form the starting of one station to the precision stop at the other station under the result of ART and SPR tasks. In this paper, a algorithm for the train speed regulation while running is described.

• Journal of Ocean Engineering and Technology
• /
• v.34 no.5
• /
• pp.294-303
• /
• 2020

This study discusses data collection, calculation of wind and wave-induced resistance, and speed-power analysis of an 8,600 TEU container ship. Data acquisition system of the ship operator was improved to obtain the data necessary for the analysis, which was accomplished using SPA (Ship Performance Analysis, Park et al., 2019) in conformation with ISO15016:2015. From a previous operation profile of the container, the standard operating conditions of mean draft were 12.5 m and 13.6 m, which were defined with the mean stowage configuration of each condition. Model tests, including the load-variation test, were conducted to validate new ship performance and for the speed-power analysis. The major part of the added resistance of container ship is due to the wind. To check the reliability of wind-resistance calculation results, the resistance coefficients, added resistance, and speed-power analysis results using the Fujiwara regression formula (ISO15016:2015) and Computational fluid dynamics (Ryu et al., 2016; Jeon et al., 2017) analysis were compared. Wind speed and direction measured using an anemometer were used for wind-resistance calculation and the wave resistance was calculated using the wave-height and direction-data from weather information. Also, measured water temperature was used to calculate the increase in resistance owing to the deviation in water density. As a result, the SPA analysis using measured data and weather information was proved to be valid and able to identify the ship's resistance propulsion performance. Even with little difference in the air-resistance coefficient value, both methods provide sufficient accuracy for speed-power analysis. The differences were unnoticeable when the speed-power analysis results using each method were compared. Also, speed-power analysis results of the 8,600 TEU container ship in two draft conditions show acceptable trends when compared with the model test results and are also able to show power increase owing to hull fouling and aging. Thus, results of speed-power analysis of the existing 8,600 TEU container ship using the SPA program appropriately exhibit the characteristics of speed-power performance in deal conditions.

• East Asian Journal of Business Economics (EAJBE)
• /
• v.7 no.1
• /
• pp.39-49
• /
• 2019

Purpose - The major aim of this article is to advance understanding of the relationship between market orientation and speed-to-market. Specifically, this study examines the different impacts of component of market orientation on commitment to R&D and speed-to-market and explores whether market uncertainty plays a role of moderating in speed-to-market for market-oriented firms. Research design, data, and methodology - This study collected a survey data from Korean exporting firms. The Final sample size was 196. The measure of market orientation was conceptualized with second order constructs. All items were measured on five-point scale. To confirm hypotheses, this study conducted a hierarchical regression. Results - As sub-constructs of market orientation, customer orientation, competitor orientation and interfunctional coordination foster speed-to-market, and the relationship between only customer orientation and speed-to-market might be weakened when the extent of market uncertainty is high. Conclusions - This study confirmed the relationship between market orientation and speed-to-market, with three components of market orientation respectively, and whether market uncertainty plays a role of moderating which weaken the link between market orientation and speed-to-market. It could be useful to take a component approach to the market orientation construct, because the roles of different market orientation components might vary, contingent on uncertainty in the environment.

• Transactions of the Korean hydrogen and new energy society
• /
• v.30 no.6
• /
• pp.614-620
• /
• 2019

In the present study, the wind characteristics were analyzed according to the time averages to evaluate the performance of small wind turbines required for the development of energy independent village. Measuring data of wind speed were recorded between January 2016 and April 2016 every second. Experimental data is averaged out using 5, 10, 15, 20 and 30 minute time steps. Throughout the experimental data analysis, 5 minutes averaged data is used to analyze the performance of the wind turbine, because it produces a minimum turbulence intensity in wind speed. The measuring power of the wind turbine is less than the designed value due to the unsteady nature wind of sudden changes in magnitude of wind speed and wind angle. Detailed wind conditions are also analysed using two variable Weibull probability density functions.

• Journal of Korean Port Research
• /
• v.14 no.1
• /
• pp.66-75
• /
• 2000

From the traffic analysis, and model constructions and verifications for speed prediction on the freeway ramp junctions with 70mph speed limit, the following results were obtained : ⅰ) The traffic flow distribution showed a big difference depending on the time periods. Especially, more traffic flows were concentrated on the freeway junctions in the morning peak period when compared with the afternoon peak period. ⅱ) The occupancy distribution was also shown to be varied by a big difference depending on the time periods. Especially, the occupancy in the morning peak period showed over 100% increase when compared with the 24hours average occupancy, and the occupancy in the afternoon peak period over 25% increase when compared with the same occupancy. ⅲ) The speed distribution was not shown to have a big difference depending on the time periods. Especially, the speed in the morning peak period showed 10mph decrease when compared with the 24hours'average speed, but the speed did not show a big difference in the afternoon peak period. ⅳ) The analyses of variance showed a high explanatory power between the speed predictive models(SPM) constructed and the variables used, especially the upstream speed. ⅴ) The analysis of correlation for verifying the speed predictive models(SPM) constructed on the ramp junctions were shown to have a high correlation between observed data and predicted data. Especially, the correlation coefficients showed over 0.95 excluding the unstable condition on the diverge section. ⅵ) Speed predictive models constructed were shown to have the better results than the HCM models, even if the speed limits on the freeway were different between the HCM models and speed predictive models constructed.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 1999.10a
• /
• pp.111-121
• /
• 1999

From the traffic analyses, and model constructions and verifications for speed prediction on the freeway ramp junctions with 70mph speed limit, the following results obtained: ⅰ) The traffic flow distribution showed a big difference depending on the time periods. Especially, more traffic flows were concentrated on the freeway junctions in the morning peak period when compared with the afternoon peak period. ⅱ) The occupancy distribution was also shown to be varied by a big difference depending on the time periods. Especially, the occupancy in the morning peak period showed over 100% increase when compared with the 24hours average occupancy, and the occupancy in the afternoon peak period over 25% increase when compared with the same occupancy.ⅲ) The speed distribution was not shown to have a big difference depending on the time periods. Especially, the speed in the morning peak period shown 10mph decrease when compared with the 24hours' average speed, but the speed did not show a big difference in the afternoon peak period.ⅳ) The analyses of variance showed a high explanatory power between the speed predictive models(SPM) constructed and the variables used, especially the upstream speed. ⅴ) The analysis of correlation for verifying the speed predictive models(SPM) constructed on the ramp junctions were shown to have a high correlation between observed data and predicted data. Especially, the correlation coefficients showed over 0.95 excluding the unstable condition on the diverge sectionⅵ) Speed predictive models constructed were shown to have the better results than the HCM models, even if the speed limits on the freeway were different between the HCM models and speed predictive models constructed.

• Proceedings of the Korea Inteligent Information System Society Conference
• /
• 2001.01a
• /
• pp.116-121
• /
• 2001

Prediction of the top(service) speeds of high-speed trains and configuration design to trainset of them has been studied using the neural network system The traction system. The traction system of high-speed trains is composed of transformers, motor blocks, and traction motors of which locations and number in the trainset formation should be determine in the early stage of train conceptural design. Components of the traction system are the heaviest parts in a train so that it gives strong influence to the top speeds of high-speed trains. Prediction of the top speeds has been performed mainly with data associated with the traction system based on the frequently used neural network system-backpropagation. The neural network has been trained with the data of the high-speed trains such as TGV, ICE, and Shinkanse. Configuration design of the trainset determines the number of trains motor cars, traction motors, weights and power of trains. Configuration results from the neural network are more accurate if neural networks is trained with data of the same type of trains will be designed.

• Journal of Korean Society of Transportation
• /
• v.29 no.2
• /
• pp.7-14
• /
• 2011

This paper discusses operational technique and effectiveness of Variable Speed Limits system that is implemented to control the traffic-flow on the Naebu Expressway. As the first step of the analysis, traffic data collected from vehicle detectors are corrected and smoothed. Applying a pattern analysis technique to the traffic data, the weekday traffic is classified into four different groups, and median of each group is calculated. Using three state variables, i.e., diverted traffic volume, average density and average speed, the conditions of roadway segments are determined. Computational outputs resulted from the application of the proposed model to the scenarios show that implementation of Variable Speed Limits system improved both safety and efficiency of the expressway. For the operational strategy, this paper also presents the change rate of the speed limit, and the effective duration of the speed limit according to the entering traffic volume.

• Proceedings of the KSRS Conference
• /
• 2007.10a
• /
• pp.537-539
• /
• 2007

Telemetry processing system requires minimum bit transition level in data streams to maintain a bit synchronization while receiving telemetry signal. PN code has a capability of providing the bit transition and is widely used in the packet communication of CCSDS. CCSDS PN code that generator polynomial is $h(x)=x^{8}+x^{7}+x^{5}+x^{3}+1$, and the random bit sequence that is generated from this polynomial is repeated with the cycle of 255 bits. As the resolution of satellite image increases, the size and transmission rate of data increases. To process of huge and bulky size of satellite image, the speed of CCSDS PN Processing is very important. This paper introduces the way of improving the CCSDS PN Processing speed through processing 128 bits at one time using the feature of cyclic structure that repeats after first 255 bytes by grouping the random bit sequence with 1 byte and Intel Streaming SIMD Extensions 2. And this paper includes the comparison data of processing speed between SSE2-applied implementation and not-applied implementation, in addition, the measured value of speed improvement.

• International Journal of Automotive Technology
• /
• v.4 no.2
• /
• pp.101-108
• /
• 2003

There are a lot of factors that influence automotive fuel economy such as average trip time per kilometer, average trip speed, the number of times of vehicle stationary, and so forth. These factors depend on road conditions and traffic environment. In this study, various driving data were measured and recorded during road tests in Seoul. The accumulated road test mileage is around 1,300 kilometers. The objective of the study is to identify the driving patterns of the Seoul metropolitan area and to analyze the fuel economy based on these driving patterns. The driving data which was acquired through road tests was analysed statistically in order to obtain the driving characteristics via modal analysis, speed analysis, and speed-acceleration analysis. Moreover, the driving data was analyzed by multivariate statistical techniques including correlation analysis, principal component analysis, and multiple linear regression analysis in order to obtain the relationships between influencing factors on fuel economy. The analyzed results show that the average speed is around 29.2 km/h, and the average fuel economy is 10.23 km/L. The vehicle speed of the Seoul metropolitan area is slower, and the stop-and-go operation is more frequent than FTP-75 test mode which is used for emission and fuel economy tests. The average trip time per kilometer is one of the most important factors in fuel consumption, and the increase of the average speed is desirable for reducing emissions and fuel consumption.