PURPOSES : This study develops a model that can estimate travel speed of each movement flow using deep-learning-based probe vehicles at urban intersections. METHODS : Current technologies cannot determine average travel speeds for all vehicles passing through a specific real-world area under obseravation. A virtual simulation environment was established to collect information on all vehicles. A model estimate turning speeds was developed by deep learning using probe vehicles sampled during information processing time. The speed estimation model was divided into straight and left-turn models, developed as fully-offset, non-offset, and integrated models. RESULTS : For fully-offset models, speed estimation for both straight and left-turn models achieved MAPE within 10%. For non-offset models, straight models using data drawn from four or more probe vehicles achieved a MAPE of less than 15%. The MAPE for left turns was approximately 20%. CONCLUSIONS : Using probe-vehicle data(PVD), a deep learning model was developed to estimate speeds each movement flow. This, confirmed the viability of real-time signal control information processing using a small number of probe vehicles.

During PIV (Physical Inventory Verification), the IAEA has been inspecting the CANDU-Type spent fuels using an optical fiber-based scintillation detector. KINAC has developed a new verification instrument to deal with problems of the existing one such as low sensitivity, heavy and large dimension, and inconvenience-in-use. Our previous studies focused on how to develop the new instrument and had not included its performance tests. Field tests were carried out recently at Wolsung unit 4 to evaluate performance of the existing and new instruments. The objective of this paper is to discuss background noise produced in the optical fiber signal cable itself. The verification equipment for the CANDU-type Heavy Water Reactor spent fuels uses a scintillation detector to bond a scintillation material to the end of an optical signal cable. At this time, the radiation signal obtained by a data acquisition system is the signal generated from the scintillator (p-terphenyl organic scintillator) and the optical signal cable ; The signal produced in the optical cable itself is background noise to degrade the spent fuel verification equipment. To characterize the background radiation noise, the spent fuel bundles at Wolsung Unit 4 were measured using the optical fiber cable without the radiation scintillator. This signal is generated by reaction of the optical cable and the radiation emitted from the spent fuel. From experimental results, it was observed that the background noise signal of the optical cable increased as the optical cable went down in the downward direction, because the cable length irradiated by the radiation increased with the optical cable area in the spent fuel storage pool. Difference in the background noise signal was dependent on the location of the vertical direction and the signal of the new optical cable was up to about 5 times higher than that of the existing cable. While, the new cable has the cross-section area about 3.2 times larger than the old cable. Our past studies showed that total signal amplitude – sum of signals generated from the scintillator and optical fiber - of the new verification instrument was at least about 15 times greater than that of the existing one. Considering the total signal and background noise signal, from this measured results, it was confirmed that the scintillator characteristics – in particular, light output and decay time – has a dominant impact on the signal sensitivity of the newly developed instrument. More details will be discussed at the conference.

This study analyzes the seismic response of traffic light poles, considering soil-foundation effects through nonlinear static and time history analyses. Two poles are investigated, uni-directional and bi-directional, each with 9 m mast arms. Finite element models incorporate the poles, soil, and concrete foundations for analysis. Results show that the initial stiffness of the traffic light poles decreases by approximately 38% due to soil effects, and the drift ratio at which their nonlinear behavior occurs is 77% of scenarios without considering soil effects. The maximum acceleration response increases by about 82% for uni-directional poles and 73% for bi-directional poles, while displacement response increases by approximately 10% for uni-directional and 16% for bi-directional poles when considering soil-foundation effects. Additionally, increasing ground motion intensity reduces soil restraints, making significant rotational displacement the dominant response mechanism over flexural displacement for the traffic light poles. These findings underscore the importance of considering soil-foundation interactions in analyzing the seismic behavior of traffic light poles and provide valuable insights to enhance their seismic resilience and safety.

Tomatoes in greenhouse are a widely cultivated horticultural crop worldwide, accounting for high production and production value. When greenhouse ventilation is minimized during low temperature periods, CO2 enrichment is often used to increase tomato photosynthetic rate and yield. Plant-induced electrical signal (PIES) can be used as a technology to monitor changes in the biological response of crops due to environmental changes by using the principle of measuring the resistance value, or impedance, within the crop. This study was conducted to investigate the relationship between tomato growth data, vital response, and PIES resulting from CO2 enrichment in greenhouse tomatoes. The growth of tomato treated with CO2 enrichment in the morning was significantly better in all items except stem diameter compared to the control, and PIES values were also higher. The growth of tomato continuously applied with CO2 was better in the treatment groups than control, and there was no significant difference in chlorophyll fluorescence and photosynthesis. However, PIES and SPAD values were higher in the CO2 treatment group than control. CO2 enrichment have a direct relationship with PIES, growth increased, and transpiration increased due to the increased leaf area, resulting in increased water absorption, which appears to be reflected in PIES, which measures vascular impedance. Through this, this study suggests that PIES can be used to monitor crops due to environmental changes, and that PIES is a useful method for non-destructively and continuously monitoring changes of crops.

In this paper, the EMP-related standards and test methods used by the civilian and military have been introduced. The incoming EMP signal for seven military RF antennas which are the first to face EMP threats among military weapon systems have been also measured and analyzed. Overall, as the applied signal strength increased, the strength of the EMP signal entering in the antenna also showed an upward trend. The highest level of entering was observed at the peak value of the applied EMP signal, 50 kV/m. And at the peak value, all antennas received threatening signals. In particular, antennas in low frequency bands such as AM and FM were getting high voltage signals as high as thousands of volts. This means that the weapon systems linked to the antennas could suffer severe damage. Therefore, based on this paper, systematic research for EMP threat should be conducted to identify EMP vulnerabilities of major weapons systems and to devise practical protective measures.

PURPOSES : This paper proposes an artificial neural network (ANN)-based real-time traffic signal time design model using real-time field data available at intersections equipped with smart intersections. The proposed model generates suitable traffic signal timings for the next cycle, which are assumed to be near the optimal values based on a set of counted directional real-time traffic volumes. METHODS : A training dataset of optimal traffic signal timing data was prepared through the CORSIM Optimal Signal Timing program developed for this study to find the best signal timings, minimizing intersection control delays estimated with CORSIM and a heuristic searching method. The proposed traffic signal timing design model was developed using a training dataset and an ANN learning process. To determine the difference between the traditional pre-time model primarily used in practice and the proposed model, a comparison test was conducted with historical data obtained for a month at a specific intersection in Uiwang, Korea. RESULTS : The test results revealed that the proposed method could reduce control delays for most of the day compared to the existing methods, excluding the peak hour periods when control delays were similar. This is because existing methods focus only on peak times in practice. CONCLUSIONS : The results indicate that the proposed method enhances the performance of traffic signal systems because it rapidly provides alternatives for all-day cycle periods. This would also reduce the management cost (repeated field data collection) required to increase the performance to that level. A robust traffic-signal timing design model (e.g., ANN) is required to handle various combinations of directional demands.

PURPOSES : This study aims to develop and validate timing transition techniques for real-time traffic signal operations, departing from conventional methods based on past commuting traffic patterns. METHODS : In this study, we propose two traffic signal transition techniques that can perform transitions while minimizing disruptions within a short period. The Proposed 1 technique involves an unconditional transition within one cycle and allows for the allocation of offset changes to both the coordinated and non-coordinated phases. The Proposed 2 technique performs transitions within 1-2 cycles based on the offset change rate and considers the non-coordinated phase for allocating offset changes. RESULTS : Functional improvements of the proposed techniques were validated. For validation, simulated traffic signal transition scenarios were created, and a comparative analysis of the transition techniques was performed based on the selected analysis approaches. The results showed that the Proposed 1 technique exhibited the lowest delay during the approximated saturated transitions, whereas the Subtract technique showed the lowest delay during the non-saturated transitions. CONCLUSIONS : These findings emphasize the importance of selecting and applying appropriate transition techniques tailored to individual traffic scenarios. The proposed transition techniques provide valuable insights for improving real-time traffic signal operations, and contribute to the overall efficiency and effectiveness of traffic management in highway corridors.

Failure diagnoses on large diesel engine are commonly detected when a deviation or fluctuation in its temperature, pressure, vibration or noise set parameter limits arises. These parameters can be easily monitored and can provide information of the engine’s present state depending on external environment and operating conditions. On the other hand, long term monitoring and condition management can be interfaced into the engine’s existing operating system. The approach is seen to keep track of monitored machines’ status using resonance and vibration amplitude. In particular, these signals will be able to identify complex vibration characteristic pertaining to such as engine torque output and support mounts. In this paper, a basic research for large diesel engine diagnosis was carried-out. The failure diagnosis collects and monitors the vibration state time history by using various vibration signals with reference to ISO 13373-1. Further, this monitoring system in the field of large diesel engines has not been applied practically and the results of this study are presented herein.

PURPOSES : This study proposes brief guidelines for traffic engineers in the field to refer to when operating tram priority signals based on the "early green" and "green extension" methods. METHODS : A set of VISSIM simulation analyses was conducted considering various traffic and control conditions in a hypothetical corridor consisting of two signalized intersections. The traffic conditions were varied at five different levels. The control conditions were varied at twenty-five levels by changing the tram priority traffic signal control parameters, i.e., the early green unit time and green extension unit time. A total of 125 simulation runs were from these combinations. A set of optimal signal timings for ordinary non-tram vehicles was prepared with TRANSYT-7F and implemented for the simulation. A tram priority signal control module based on VISVAP was exclusively developed for this study. RESULTS : As expected, no specific trend was found in the relationship between the two tram priority control parameters (early green time and green extension time). However, a trend was observed when assuming that the early green and green extension operations were mutually exclusive. Specifically, an inverse trend appeared between the tram priority control parameter values and level of congestion according to the performance measure (average network delay). CONCLUSIONS : For the early green control parameters, it is better to provide six seconds when undersaturated and four seconds when near-saturated. For the green extension control parameter, four seconds is suitable.

본 연구에서는 DWI 적용 시 X축 거리에 따른 신호 손실과 인공물 발생 여부를 SS-EPI 기법과 비교 분석하여, MS-EPI 기법의 특성을 제시하고 임상 적용 관련 기초자료를 제시하고자 하였다. 3.0T 자기공명영상장치와 팬텀을 사용 하여 자기장 중심축과 좌우 끝 지점 ±3cm, 3번씩 움직여 표준 영상인 T2 강조영상과 SS-EPI DWI, MS-EPI DWI(RESOLVE) 축상면 영상을 획득하였다. 각 동일 부위에서의 SS-EPI DWI, MS-EPI DWI 영상을 T2 강조영상과 감산하여 신호 손실 직경을 측정하여 정량적 분석을 하였다. 정성적 평가는 나이퀴스트 허상과 기하학적 왜곡과 신호 손실, 인공물 발생 여부를 방사선사 3명이 비교평가 하였다. 두 기법 모두 오프 센터(off-center)로 이동할수록 신호 손실구간 또는 기하학적 왜곡이 나타나는데, 특히 MS-EPI 기법에서는 좌우 신호 손실 현상이 매우 증가해 –25, +25 cm 구간에서 는 약 50% 길이가 감소하였다. MS-EPI 기법은 근골격계 질환에서 기존에 매우 높은 영상 유용성을 인정받고 있다. 그러 나 k-공간을 분할 하여 채우는 MS-EPI 기법은 오프 센터의 낮은 공간 주파수 획득 시 위상변동 보정이 안 되어 신호 손실구간이 나타나며, 이에 관한 연구는 전혀 없는 실정이다. 이에 따라 본 연구는 기존의 선행 연구에서의 보여주지 못한 임상적 적용 시 MS-EPI 기법의 문제점을 파악하면서 이러한 정보를 공유하고 추가적인 연구에 토대가 될 수 있는 기초를 마련했다는 점에 의의가 있다.

본 연구는 발가락 지방 소거 검사 시에 종종 저품질의 영상이 획득되는 경우에 주목하여 다양한 조절인자들을 조절하지 않아도 손쉽게 영상 품질을 향상하는 방법을 고안해보았다. 팬텀과 지원자를 대상으로 발 전용 코일만 사용한 경우와 추가 코일을 결합 사용한 경우의 영상을 획득 후 신호대 잡음비(SNR)를 측정하여 비교하였다. 시상면, 관상면, 축상면 모두 T2 Dixon을 시행하였고, 시상면의 경우 T2 지방 소거(FS)와 T1 지방 소거를 추가 시행하였다. 팬텀 검사에서 추가 코일을 결합 사용 시 SNR은 시상면의 경우 T2 Dixon water는 1.21배, T2 FS은 1.22배, T1 FS은 1.17배 향상되었다. 관상면 T2 Dixon water는 1.15배, 축상면 T2 Dixon water는 1.47배 향상되었다. 지원자 검사에서 추가 코일을 결합 사용 시 SNR은 시상면의 경우 T2 Dixon water는 2.07배, T2 FS은 5.17배, T1 FS은 3.20배 향상되었다. 관상면 T2 Dixon water는 1.20배, 축상면 T2 Dixon water는 1.37배 향상되었다. 추가 코일을 결합 사용하였을 때 모든 지방 소거 검사 및 모든 방향에서 SNR 향상의 결과를 얻을 수 있었다. 결론적으로 사용자의 고도 기술 및 추가 검사 시간이 필요하지 않고도 SNR을 향상할 수 있음을 의미한다.