• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.9
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• pp.815-820
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• 2016

An elastic polymer (e.g., PDMS) blended with EFG particles is a promising conductive composite for fabricating soft sensors that can detect an object's deformation up to or more than 50%. Here, we develop large-strain, sprayable soft sensors using a mixture of PDMS and EFG particles, which are used as a host elastomer and electrically conductive particles, respectively. A solution for a conductive composite mixture is prepared by the microwave-assisted graphite exfoliation, followed by ultrasonication-induced fragmentation of the exfoliated graphite and ultrasonic blending of PDMS and EFG. Using the prepared solutions for composite and pure PDMS, 1-, 2-, and 3-axis soft sensors are fabricated by airbrush stencil technique where composite mixture and pure PDMS are materials for sensing and insulating layers, respectively. We characterize the soft strain sensors after investigating the effect of PDMS/EFG wt% on mechanical compliance and electrical conductance of the conductive composite.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.9
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• pp.712-722
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• 2018

This paper conducts parametric studies on flapping wing design, one of the most important design parameters of insect-mimicking aerial vehicles. Experimental study on wing shape was done through comparison and analysis of thrust, pitching moment, power consumption, and thrust-to-power ratio. A two-axis balance and hall sensor measure force and moment, and flapping frequency, respectively. Wing configuration is biplane configuration which can develop clap and fling effect. A reference wing shape is a simplified dragonfly's wing and studies on aspect ratio and wing area were implemented. As a result, thrust, pitching moment, and power consumption tend to increase as aspect ratio and area increase. Also, it is found that the flapping mechanism was not normally operated when the main wing has an aspect ratio or area more than each certain value. Finally, the wing shape is determined by comparing thrust-to-power ratio of all wings satisfying the required minimum thrust. However, the stability is not secured due to moment generated by disaccord between thrust line and center of gravity. To cope with this, aerodynamic dampers are used at the top and bottom of the fuselage; then, indoor flight test was attempted for indirect performance verification of the parametric study of the main wing.

• The Bulletin of The Korean Astronomical Society
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• v.40 no.1
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• pp.54.3-54.3
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• 2015

To probe the star formation in local and early Universe, the NISS with a capability of imaging spectroscopy in the near-infrared is being developed by KASI. The main scientific targets are nearby galaxies, galaxy clusters, star-forming regions and low background regions. The off-axis optical design of the NISS with 15cm aperture was optimized to obtain a wide field of view (FoV) of $2deg.{\times}2deg.$ as well as a wide spectral coverage from 0.9 to $3.8{\mu}m$. The opto-mechanical structure was designed to be safe enough to endure in both the launching condition and the space environment. The dewar will operate $1k{\times}1k$ infrared sensor at 80K stage. The NISS will be launched in 2017 and explore the large areal near-infrared sky up to $200deg.^2$ in order to get both spatial and spectral information for astronomical objects. As an extension of the NISS, KASI is planning to participate in a new small space mission together with NASA. The promising candidate, SPHEREx (Spectro-Photometer for the History of the Universe Epoch of Reionization, and Ices Explorer) is an all-sky survey satellite designed to reveal the origin of the Universe and water in the planetary systems and to explore the evolution of galaxies. Though the survey concept is similar to that of the NISS, the SPHEREx will perform the first near-infrared all-sky imaging spectroscopic survey with the wider spectral range from 0.7 to $5{\mu}m$ and the wider FoV of $3.5deg.{\times}7deg.$ Here, we report the current status of the NISS and introduce new mission for the near-infrared imaging spectroscopic survey.

• Journal of Sensor Science and Technology
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• v.9 no.2
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• pp.146-152
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• 2000

Lithium doped zinc oxide(ZnO:Li) films are prepared by rf magnetron sputtering on Corning 7059 glass substrate using specifically designed ZnO targets containing different amount of $Li_2CO_3$ powder as the Li doping source. The structural properties of the Li doped ZnO films are investigated by XRD, SEM and AFM. The electrical properties of the ZnO:Li films are measured for various deposition conditions, such as the substrate temperature, $O_2$/Ar gas ratio and rf power. The effects of the $Li_2CO_3$ content in target and the deposition conditions on the structural and electrical properties were studied. When ZnO:Li films were sputtered at the substrate temperature of $200^{\circ}C$, $O_2$/Ar gas ratio of 100% and rf power of 100W with a target containing less than 1wt% content of $Li_2CO_3$, showed good surface morphology, strong c-axis orientation and high resistivity of more than $10^8{\Omega}cm$.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.34 no.2
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• pp.144-158
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• 1998

In order to study basic information on the developed electro-magnetic compass, experiments were carried out on board M. S. KAYA at the pier of Dong Kuk Steel Mill in Pusan and the Korean southern sea using a three-axis magnetic sensor from Jan. 21, 1995 to Feb. 14, 1996. The obtained results were as follows : 1. The amount of old metal on the pier was about 27,290tons~57,440tons with an average of 40,560tons, the artificial local disturbance at the pier was min. 27.1$\mu$T, max. 66.5$\mu$T, ave. 433$\mu$T for the horizontal component and min. -27.0$\mu$T, max. 45.1$\mu$T, ave. 3.7$\mu$T for the vertical component. Its direction of horizontal component was 305$^{\circ}$ with the ship's head up bearing at 225$^{\circ}$. 2. The ship's magnetic distribution on the starboard side on berthing at the pier was 17.4$\mu$T for the horizontal component and -6.2$\mu$T for the vertical component. On the ship's port side, it was 19.8$\mu$T for the horizontal component and 4.1$\mu$T for the vertical component. On the ship's starboard side at sea, the ship's magnetic distribution was 19.2$\mu$T for the horizontal component and 3.2$\mu$T for the vertical component. On the ship's port side, the readings were 22.0$\mu$T for the horizontal component and -1.8$\mu$T for the vertical component. The directions of these readings were nearly starboard side. 3. On the pier, the secular change of the artificial local disturbance decreased 8.3$\mu$T from 61.0$\mu$T to 52.7$\mu$T for the horizontal component and decreased 7.1$\mu$T from 8.9$\mu$T M 1.8$\mu$T for the vertical component. On the starboard side from its berth, the ship, s magnetic distribution increased 2.6$\mu$T from 14.8$\mu$T to 17.4$\mu$T for the horizontal component and increased -0.1$\mu$T from -6.1$\mu$T to -6.2$\mu$T for the vertical component. On the ship's port side from its berth, it increased 7.1$\mu$T from 12.7$\mu$T to 19.8$\mu$T for the horizontal component and increased 10.2$\mu$T from -6.1$\mu$T to 4.1$\mu$T for the vertical component. 4. While at sea, on the ship's starboard side, the Secular change of the ship's magnetic distribution increased 3.9$\mu$T from 15.3$\mu$T to 19.2$\mu$T for the horizontal component and increased 2.0$\mu$T from -5.2$\mu$T to -3.2$\mu$T for the vertical component. On the port side, the changes increased 11.4$\mu$T from 10.6$\mu$T to 22.0$\mu$T for the horizontal component and increased 4.9$\mu$T from -6.7$\mu$T to -1.8$\mu$T for the vertical component. Upon berthing at the pier, the deviation of the secular change increased westerly 1 degree W~ 2.5$^{\circ}$ W from 3.5$^{\circ}$ W~ 5$^{\circ}$ W M 6W with the ship's head up bearing at 225$^{\circ}$. While at sea, these increased westerly 2$^{\circ}$ ~ 3$^{\circ}$ from the Northeast to the South and increased easterly 1$^{\circ}$ ~ 8$^{\circ}$ from the Southwest to the North. 5. While at port, within 1 mile between the ship and berth of the pier, as we approached the pier, the westerly deviation increased and when we departed the pier easterly deviation increased. When approaching the pier, the deviation was smaller than the deviation when the ship was departing from the pier. When approaching the bearing at 225$^{\circ}$ with the ship's head up bearing, the varies of deviation was smaller than the varies when the ship's head up bearing was departing from it.