三角測量의 座標計算에 對한 考察

朴俊烈 영남대학교 공업기술연구소 1973 연구보고 Vol.1 No.1

4等三角點以下의 三角測量에서 各三角點의 序標를 計算하는 方法이 크게 나누어 두가지 있다. 그 하나는 旣知三角點부터 順次로 求三角點의 座標를 計算하여 다른 旣知三角點에 結合시켜, 座標誤差를 求한後, 誤差를 n等分하여 各三角點의 座標를 修正하는 方法(이 方法을 結合法이라고 한다). 그 둘째는, 旣知 두 三角點부터 한 求三角點의 座標를 各己 求하여 이것을 平均해서 한 求三角點의 座標를 決定하고, 이 決定된 三角點과 다른 旣知三角點을 利用하여 第2의 求三角點의 座標를 決定하고, 順次 같은 方法을 反覆하여 旣知三角點에 結合시키는 方法이다. (이 方法을 平均法이라고 한다) 本 論文에서는 集三角鎖에 對하여 위 두가지 方法에 對하 誤差分布를 分析하고, 各方法의 優劣을 比較 檢討할려 한다. Two methods are applied in the determination of coordinates of triangulation points in triangulation; "combination method", wherein, starting from a first known triangu-lation point, the coordinates of unknown points are determined in sequence until a second known point is reached, or "comined" with the chain, and the errors are uniformly distributed; and "average method," third point are determined and the results averaged thus forming a fixed triangle, and the process is repeated to determine the coordinates of a fourth point, etc. This paper comparatively discusses the merits of the said methods to provide a guideline as to which method is better applicable in actual in the acutual given field.

선형 시변 시스템의 가변구조 제어기 설계

朴俊烈 弘益大學校 科學技術硏究所 1994 科學技術硏究論文集 Vol.5 No.-

In order to guarantee the stability and the robustness of linear time varying systems, variable structure systems theory is introduced. A new control algorithm is proposed to improve the reaching phase problem and the chattering in sliding mode. The state equation of the multi-input time varying system is divided into the time varying parts and time invarient parts. The switching plane is constructed by pole placement algorithm. By the proposed algorithm, the reaching phase problem and the chattering can be reduced simutaneously.

Zone의 交通容量에 依한 配分모델

朴俊烈 嶺南大學校 工業技術硏究所 1984 연구보고 Vol.12 No.1

The object of this study is to develop the trip assignment model from the correlation graph of volume and speed, and the capacity of street and zone. The synopsis of this study is follows: 1. Frame assignment net-work for each zone as Fig 1 and calculate the distance (L??) between zones which is average length of streets linking the centroids of two zones and calculate the trip distribution according to the next steps. 2. The 1st trip assignment: Take only the trip genetared in each zone as the 1st trip assignment (U??). 3. The 2nd trip assignment: Choose the service speed for the 1st trip assignment and calculate the travel time (T??) by the formula(9). Then, select 3 assigning route by the Critical Path Method and calculate assignment ratio(r??) and trip assignment (U??) by formulas (10) and (11). The 2nd cumulative trip assignment for each zone and assigning route can be calculated from the formulas (12) and (13). 4. The 3rd and 4th trip assignment: The 3rd trip assingment is for the C.B.D. and sub-C.B.D. The 4th trip assignment is for the outskirts and the reat of urban district excluded in the 3rd trip assignment. The calculation process or the 3rd and 4th trip assignment that are identical that of 2nd trip assignment,are formulas (13), (14), (15) and (16). 5. According to the magnitude of the capacity for street and zone, the process will be selected as follow: Fig 1 is the process for demand trip assignment in the case of unlimited capacity and Fig 2 is that for actual trip assignment in the case of limited capacity.

都市交通計劃을 위한 街路 및 ZONE 의 交通容量에 對한 硏究 : 論文(Ⅱ) 街路 및 ZONE 의 交通容量

朴俊烈 嶺南大學校 工業技術硏究所 1982 연구보고 Vol.10 No.2

This study(Ⅱ) treated the calculation method of the capacity of urban street or zone. The process of computation method that is shown in Fig. 1 is follows. 1. Classified intersections accroding to the existence or nonexistence of signal and calculated service volume(C??), average queuing time(T??) and average queuing volume(W??) for each intesection. (refer to equations (10), (16) and (23)) 2. Calculated the overall travel speed(V??) between the adjacent intersections from the standard overall travel speed(V??) that is shown at table 6, the average queuing time(T??), and the distance(L??) between adjacent intersection for each service level.(refer to equation(19)) 3. Classified the means of capacity for street or zone into the capacity that can pass over the street or the zone and the capacity that can be dealt in the street or the zone. And taked saturation degree and overall travel speed as the factors for deciding service level. 4. Taked the smallest capacity among a number of intersection capacities as the capacity(SC??) that can pass over the street in the case a given street is consisted of a number of intersections and through lanes. And taked the sum of the queuing volumes at the intersections and the volumes on the through lanes as the capacity that can be deal in the inner part of the given street. 5. Taked the sum of capacities that pass over the streets crossing the zone boundary as the capacity that can pass over the zone(ZC??) and taked the sum of capacities that can be deal in the inner part of the streets(ZW??) as the capacity that can be deal in the zone.

都市交通計劃을 위한 街路 및 ZONE의 交通容量에 對한 硏究 : 論文(Ⅲ)街路 및 ZONE의 交通容量(續)

朴俊烈 嶺南大學校 工業技術硏究所 1983 연구보고 Vol.11 No.1

This study(Ⅱ)(Ⅲ) treated the calculation method of the capacity of urban street or zone. The process of computation method that is shown in Fig.1 is follows. 1. Classified intersections accroding to the existence or nonexistence of signal and calculated service volume (C?), average queuing time(T?) and average queuing volume (W?) for each intesection. (refer to equations (10), (16) and (23)) 2. Calculated the overall travel speed(V?) between the adjacent intersections from the standard overall travel speed(V?) that is shown at table 6, the average queuing time(T?) and the distance (L?) between adjacent intersection for each service level. (refer to equation (19)) 3. Classified the means of capacity for street or zone into the capacity that can pass over the street or the zone and the capacity that can be dealt in the street or the zone. And taked saturation degree and overall travel speed as the factors for deciding service level. 4. Taked the smallest capacity among a number of intersection capacities as the capacity(SC?) that can pass over the street in the case a given street is consisted of a number of intersections and through lanes. And taked the sum of the queuing volumes at the intersections and the volumes on the through lanes as the capacity that can be deal in the inner part of the given street. 5. Taked the sum of capacities that pass over the streets crossing the zone boundary as the capacity that can pass over the zone(ZC?) and taked the sum of capacities that can be deal in the inner part of the streets (ZW??) as the capacity that can be deal in the zone.

工業團地 通勤交通의 特性에 對하여

朴俊烈 嶺南大學校 工業技術硏究所 1977 연구보고 Vol.5 No.1

The work trip characteristics of an area were an industrial complex is developed are investigated in termsl of work trip pattern and the balance between work trip volume and person trip volume within the area. a. Work Trip Pattern The area where the workers are distributed is divided into 5 zones, A through E, according to seven governing factors. Person-Kilometers are calculated as the Products of the numbers of workers living in the given zones and the average trip distances between the zones and the site of industry, and are grouped for comparison, which defines the work trip pattern: Concentrated type, where the sum A+B dominates Close dispersed type, when the sum C+D prevails Urban dispersed type, E being the largest. The first type is the most preferred as a work trip pattern; the last type causes work trip problems. b. Balance between work trip volume and person trip volume The following formula is proposed to define a balanced model: F=( P₁L₁+βP₂L₂t₁/t₂)(t₂- t₁) / αt₁{P₂L₂(1-βt₁/t₂)+P₃L₃} Where P₁: Work trip volume per mode of transit L₁: Average work trip distance P₂: Person trip volume per mode of transit L₂: Average person trip distance P₃: Workers' non-work trip volume and L₃: Workers' non-work trip distance t₁: Length of time period work trips occur t₂: Length of time period person trips occur α : Ratio of overloading of transit media during work trip hours β : Ratio of portion of person trips during work trip hours The value of F given by the formula above indicates the balancing of the two types of trip: F≤1: The development of transit media appropriate for person trips also remedies work trip problems F>1: The development of transit media appropriate for person trips does not remedy work trip problems; ones suitable for the latter result in the idling of such systems during non-worktrip hours. The above two define the work trip characteristics of an industrially built-up area. The basic solution of work trip problems within such an area consists in the determination of the optimal size of the area's population, which may be given by the following formulla: P = Pi+(P₂-P₂´)γ/ P₂= K₁P₁L₁(t₂-t₁)-αt₁K₁P₃L₃/ L₂{t₁(α- β) + β(t₁²/t₂ (1-α)} where all the symbols are as defined above, except the following: P : Future population in the area Pi : Number of workers who will remain in the area γ : Rate of future traffic volume generated by population in the area K₁: Rate of increase in the number of workers P₂´: Future trafic volume facreated by people in the neighborhood The application of the preceding propositions to Kumi Industral Complex has given an indication of their validity.

브리지 인버어터 回路의 解析

朴俊烈 명지대학교 1977 明大論文集 Vol.10 No.-

A bridge inverter circuit with a parallel resonant circuit load is analyzed. In the original paper published by G.N.Revankar, the trigger frequency was indentical with the resonant frequency. The approach to the analysis of this paper is som-ewhat different from Revandar’s and it leads more reasonable reality. The range of trigger frequency and the limit of SCR turn-off time are derived. The peak capacitor voltage and the relation between the load current and trigger rate are introduced for suitable design criteria. Numerical method is used for calculation of transcendental equation.

퍼지 알고리즘을 응용한 ATM network 상에서의 VBR 제어

朴俊烈,申義信 弘益大學校 科學技術硏究所 2000 科學技術硏究論文集 Vol.11 No.-

A fuzzy logic-based priority control scheme for MPEG video to transfer at the user-network interface(UNI) in ATM network is proposed. The system consists of the Frame separator, the Fuzzy system and the Priority control system in ATM network. The fuzzy method is applied on the calculation of the priority of video sources coding by Discrete Cosine Transform algorithm. The output of fuzzy system calculated by the proposed fuzzy algorithm is sent to the priority control system. A video source in ATM network can be transferred according to the output of the priority control system. The performance of the proposed scheme is evaluated through numerical tests and computer simulation on real video sequence.

남자 대학생의 준비운동 형태 차이가 하지 근력과 근 파워에 미치는 영향

박준열,이건영,안중원,김태훈,강현주 순천향대학교 기초과학연구소 2019 순천향자연과학연구 논문집 Vol.25 No.2

The purpose of this study was assessment of the effects of different types of warm up exercise on muscular strength and power of male college students. The subjects of the test were 10 college students who were studying at S University in Chungcheongnam-do who had no problems with their knee joints. Prior to participation in the study, the purpose of the study and procedures were carefully explained to participants. Test subjects were given one of three different warm up protocols and the subjects to perform an isokinetic exercise. The measuring instrument used in this experiment is the HUMAC NORM(Testing & Rehabilitation system).Test subjects repeated the exercise five times at 60°/sec to measure muscular strength, and three times at 180°/sec to measure the muscular power. The result of this study revealed the highest positive effect when performing plyometrics warm up and a lower postive effect for general warm up compared to not performing any warm up exercise. It is advisable to conduct plyometrics warm up exercise for positive effect on muscular strength and power of male collage students before exercise.

都市街路 및 Zoon의 交通容量에 關한 硏究(I)

朴俊烈 嶺南大學校 工業技術硏究所 1981 연구보고 Vol.9 No.2

The study comprises 3 parts. Part I in this paper, H.C.M.(1965) is treated with the application of queuing matrix theory to service volume of intersection and of the distance between adjacent intersections to overall travel speed. Step 1. Calculate saturation degree Ρfor the comparison of the comparison of the capacity with the service volume at intersection; ?? where in C??=service volume at intersection C??=capacity of urban intersection Step2. Calculate average queing time W by entering aboved saturation degree p to F.V. Wabster formula; ?? where in W=average queuing time in second C=cycle time in second q=average arriving volumes in vehicles/hour S=average departing volumes in vehicles/hour G=green time in second ?? Step3. Calculate overall travel speed V from average queuing time W and distance lr between adjacent intersection; ?? where in V=overall travel speed in km/hour l??=typical distance between adjacent intersections used in the H.C.M.(1965)in km V??=typical overall travel speed for a level of service in H.C.M.(1965)in km/hour ?? The results of the aboved study are as follows. 1)Load factor is a convenient median with which to grasp traffic development, but is not suited to be measured quantitably. 2)The saturation degree ??does not conform to the V/C ratio which is constant for a given load factor regardless of the width of approach to intersection in H.C.M.(1965). 3)Urban street service volume by systematic interrelating the intersections and streets can be calculated with the introduction of the saturation degree ??, the average queuing time W and the distance ??,between the adjacent intersections.