PURPOSES : This study is to analyze the reduction effect on road pavement damage from the installation of weigh-in-motion systems used for overloaded vehicle enforcement, from the perspective of traffic assignment. METHODS : Fixed-demand multi-class traffic assignment was conducted by VISUM, a macroscopic traffic simulation software. We considered three vehicle classes and calculated the traffic load for each road link using the ESAL(Equivalent Single Wheel Load) factor, as proposed by ASHTTO(American Association of State Highway and Transportation Officials). We set up scenarios with weigh-in-motion installations in certain sections and observed how the traffic load changed before and after the installation of weigh-in-motion for each scenario. RESULTS : Three main trends were observed. Firstly, at points where weigh-in-motion systems were installed, traffic load significantly decreased even with the influx of cars and trucks following the restriction of overloaded trucks, highlighting the significant influence of overweight vehicles on the traffic load. Secondly, even when overweight vehicles detoured, there was no significant change in the overall network's traffic load. Lastly, the detour of overweight vehicles led to an increase in the total driving distance and time for all vehicles. CONCLUSIONS : Installing weigh-in-motion systems in sections with a lower structure number, which indicates thinner road pavement, can prevent damage in those specific areas without affecting the entire road network.

PURPOSES : In this study, we aim to broaden the understanding of the factors influencing the accuracy of WIM systems for overload enforcement. Particularly, we explored the proportions and causes of secondary influencing factors (driving path, vehicle class, and acceleration), which have been relatively less studied and reduced the accuracy of the WIM system. METHODS : Overload enforcement data were recorded by the WIM system, and enforcement officers were gathered. The ratios of each data point, which are the relative errors, are used to estimate the accuracy of the WIM system. These relative errors were classified into four driving-path groups, four vehicle-class groups, and three acceleration groups. The change in the accuracy of the WIM system caused by each influencing factor was analyzed by comparing the difference in the average relative error between the classified groups. Analysis of variance (ANOVA) and Welch's ANOVA were used to determine significant differences between groups. RESULTS : Vehicles departing from a normal driving path make it difficult for the GVW compensation algorithm of the WIM system to operate properly. For these abnormal paths, the standard deviation of the average GVW relative error was 22%. There was no specific trend in the difference in accuracy by vehicle class. However, we found that the rear axle and retractable axle were the main causes of the reduced GVW accuracy in each vehicle class. The average GVW relative error remained the same regardless of the acceleration, but the average FAW relative error of the accelerated vehicle was approximately 2.5% lower than that of the unaccelerated vehicle. CONCLUSIONS : An abnormal driving path, lifting of a retractable axle, and rapid acceleration (or deceleration) reduce the accuracy of WIM systems. Intelligent transportation systems, such as traffic signals, telematics devices, and applications that induce desirable driving are required for effective overload enforcement. Additionally, it is necessary to smoothen the road pavement to minimize the dynamic effects on the rear axle.

The need for research on a sensor system that can monitor the dynamic load of a commercial vehicle in real-time is emerging because the development of autonomous vehicles is actively progressing worldwide. In this study, dynamic load measuing system of commercial vehicles was developed using the MEMs inclinometer attached to the leaf spring suspension. Test vehicle’s driving test was accomplished by changing speed and payload weight in several stages. Using the dynamic load measurement system, it was possible to check the weight shift and the change of stopping distance. When a driving speed increases from 30km/h to 80 km/h, the stopping distance increases from about 25m to 80m.

췌장신경내분비종양(PNET)은 드물지만 최근 진단 기술의 발전으로 발견 빈도는 증가하고 있다. PNET의 간전이는 장기 생존과 상관 관계가 높아서 이에 대한 적극적인 치료가 중요하다. 간 전이가 있는 PNET 환자에서 약물 치료에도 불응하는 증상이 있거나 무증상이지만 약물 치료에도 진행하는 절제 불가능한 간전이가 있을 때 간직접 치료를 추천하고 있다. 국소 소작술, 간동맥 색전술(TAE), 간동맥화학색전술(TACE), 간동맥 방사선 색전술(TARE) 등을 포함하는 간직접 인터벤션 치료는 증상을 호전시키고 생존율을 향상시키는 중요한 역할을 담당하고 있다. 본고의 목적은 PNET의 간전이를 치료하기 위한 간직접 인터벤션 치료의 최신 지견에 대해 기술하는 것이다.

Three kinds of STS304-Zr alloys were fabricated by varying the Zr content, and their microstructure and fracture properties were analyzed. Moreover, we performed heat treatment to improve their properties and studied their microstructure and fracture properties. The microstructure of the STS304-Zr alloys before and after the heat treatment process consisted of α-Fe and intermetallics: Zr(Cr, Ni, Fe)2 and Zr6Fe23. The volume fraction of the intermetallics increased with an increasing Zr content. The 11Zr specimen exhibited the lowest hardness and fine dimples and cleavage facets in a fractured surface. The 15Zr specimen had high hardness and fine cleavage facets. The 19Zr specimen had the highest hardness and large cleavage facets. After the heat treatment process, the intermetallics were spheroidized and their volume fraction increased. In addition, the specimens after the heat treatment process, the Laves phase (Zr(Cr, Ni, Fe) 2) decreased, the Zr6Fe23 phase increased and the Ni concentration in the intermetallics decreased. The hardness of all the specimens after the heat treatment process decreased because of the dislocations and residual stresses in α-Fe, and the fine lamellar shaped eutectic microstructures changed into large α-Fe and spheroidized intermetallics. The cleavage facet size increased because of the decomposition of the fine lamellarshaped eutectic microstructures and the increase in spheroidized intermetallics.

Urchin-structured zinc oxide(ZnO) nanorod(NR) gas sensors were successfully demonstrated on a polyimide(PI) substrate, using single wall carbon nanotubes(SWCNTs) as the electrode. The ZnO NRs were grown with ZnO shells arranged at regular intervals to form a network structure with maximized surface area. The high surface area and numerous junctions of the NR network structure was the key to excellent gas sensing performance. Moreover, the SWCNTs formed a junction barrier with the ZnO which further improved sensor characteristics. The fabricated urchin-structured ZnO NR gas sensors exhibited superior performance upon NO2 exposure with a stable response of 110, fast rise and decay times of 38 and 24 sec, respectively. Comparative analyses revealed that the high performance of the sensors was due to a combination of high surface area, numerous active junction points, and the use of the SWCNTs electrode. Furthermore, the urchin-structured ZnO NR gas sensors showed sustainable mechanical stability. Although degradation of the devices progressed during repeated flexibility tests, the sensors were still operational even after 10000 cycles of a bending test with a radius of curvature of 5 mm.

다양한 종류의 차량하중을 대상으로 도로의 평탄성과 차량의 속도가 도로에 작용하는 동적하중에 미치는 영향을 분석하기 위하여 경인고속도로의 교통량자료 분석을 통하여 통과빈도가 높은 대표 중차량 개념의 2축, 3축, 4축 그리고 5축 차량을 선정하였다. 선정된 대표 중차량을 대상으로 도로의 평탄성과 주행차량의 속도에 따른 동적 축하중을 TruckSim 프로그램을 통하여 산정한 후, 각 대표 중차량을 대상으로 도로 평탄성 변화에 따른 동적하중에 대한 정적하중의 비인 동적하중 증가계수를 산정하였다. 본 연구를 통해 산정된 동적하중 증가계수로부터 예측한 동적하중은 3축 대표 중차량에서 IRI가 3.5이고 주행차량 속도가 100km/h일 때 정적하중에 비해 최대 36%에 해당하는 추가적인 동적하중이 가해지는 것으로 나타났고, 다양한 차종에 대한 동적하중 증가계수의 특성을 분석한 결과 축간거리가 짧고 각 축에 가해지는 하중분담률이 높을수록 동적하중 증가계수가 증가함을 알 수 있었다.

Due to the global warming problem, diesel engine is becoming an one of the most promising solutions for vehicles in the world. Compared to spark-ignition engines, diesel engines generally have lower unburned hydrocarbon and carbon monoxide, but they also produce still higher levels of NOx and smoke emissions even though using a common-rail injection system. To reduce the diesel emissions, DOC and DPF system have been developed to comply with tighten diesel emission regulations. This paper describes the NOx and smoke emission characteristics of current diesel vehicle with a post injection and plasma after-treatment system. Emissions tests were performed according to New European Driving Cycle mode. Results from these tests show that NOx and smoke emissions with Urea post injection and plasma treatment system is 72% lower than that without the system in the NEDC mode.

본 논문에서는 압분광법을 기반으로 강재에 작용하는 응력을 비파괴/비접촉식으로 측정할 수 있는 새로운 방법은 제안하고, 이에 대한 가능성을 실험적으로 검증하였다. 분광법은 일반적으로 대상물의 화학적 성분을 분석하는데 주로 사용되며, 토목분야에서는 강재의 부식을 판단하는데 일부 사용되고 있다. 압분광법은 대상물이 하중을 받을 때 측정된 스펙트럼이 하중이 없는 상태에서 측정된 스펙트럼으로부터 이동(Shift)되는 현상인, 압분광현상을 기반으로 응력을 측정하는 방법이다. 여기서, 응력-스펙트럼 이동 관계를 선형으로 가정하였을 때, 압분광 계수를 도출할 수 있으며, 이를 통하여 현재상태의 응력을 측정할 수 있다. 해당 기술은 레이저를 기반으로한 비접촉식 응력측정 기술로써, 최근에 철도 구조물에 대한 응력 측정을 시작으로 다양한 토목구조물의 응력측정에 대한 적용이 시도되고 있다. 본 연구에서는 이와 같은 압분광법 기술을 이용하여 강구조물의 응력을 측정할 수 있도록, 용사코팅을 이용하여 알루미나를 구조용 강재표면에 도포하고, 일축압축 하중시험을 수행하여 각 하중단계에서의 스펙트럼 이동(Shift)값을 확인하였다. 이를 통하여, 각 하중값과 스펙트럼 이동값이 선형관계임을 확인하였다. 따라서, 이와 같은 선형적인 관계로 부터, 1차 선형식의 상수값인 압분광 계수를 도출하고, 이를 통하여 강재에 작용하는 응력을 측정할 수 있을 것으로 기대된다.

본 논문에서는 레이저기반 응력측정을 위한 비접촉식 로드셀을 개발을 위하여, 실내실험을 통하여 기술을 검증하고, 실규모 실험을 통하여 문제점을 파악하였으며, 최종적으로 현장적용에 적합한 응력측정용 비접촉식 로드셀 프로토타입을 개발하였다. 이를 위하여, 중심공 압축 타입의 로드셀 제작에 사용되는 로드셀 몸체 표면에 용사코팅기술을 이용하여 알루미나를 도포하고, 레이저를 기반으로한 압분광법을 이용하여, 비접촉식으로 응력을 계측하였다. 이때, 인가되는 응력과 스펙트럼 이동간의 관계가 선형임을 확인하였다. 해당 기술의 현장 적용성 확인을 위하여, 실규모 프리스트레스 콘크리트 시편을 제작하고, 레이저를 조사하여 인가된 응력을 확인하는 과정에서, 반복적인 상황 하에서 레이저 조사 위치가 동일해야 함을 확인하였다. 이를 보완하기 위하여 프로브를 고정할 수 있는 케이싱이 포함된 로드셀 프로토타입을 제작하였고, 실내일축압축시험을 통하여 압축력과 스펙트럼 이동간의 선형성을 확인하였다. 따라서, 본 연구를 통하여 개발된 비접촉식 로드셀을 이용하여, 압축력을 효과적으로 측정할 수 있을 것으로 기대된다.

The purpose of this study is to compare the compression strength of gypsum substituted mortar with that of mortar. After replacing the cement with the loess, a portion of the remaining cement was replaced with gypsum to make specimens. When the gypsum is replaced, the strength of all the specimens is lower than that of the standard specimen. It is necessary to use a long-term strength mixed material to replace this.