• Journal of Distribution Research
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• v.15 no.5
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• pp.175-193
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• 2010

This paper has two objectives. One is to understand status of the distribution industry in Korea and compare it with industrialized countries. The other is an attempt to apply input-output(I-O) analysis to investigate the economic impacts of the distribution industry in the national economy for the year 2008. In the economy as a whole, the distribution industry represented about around 15 per cent employment and accounted for near 8 percent in GDP. The employment portion of the distribution in overall industry is almost same that of US, UK, and Japan, but shared portion in GDP is at least 3 per cent below these countries. Next, a static I-O framework is employed, focusing on two topics in its application. First, the impacts of the product or investment in the distribution industry on the product, value-added, and employment of other sectors are explored by using demand-driven model. Second, the national economic impacts of the distribution industry in Korea are looked into by using open model and inter-industry analysis. It can be summarized that the distribution industry has a high production-inducing effect, more worker and employment-inducing effect, a high forward and a low backward linkage effect. Finally, the implications and limitations of this study are discussed.

• Journal of Biosystems Engineering
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• v.32 no.6
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• pp.430-439
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• 2007

This study was carried out to(1) visualize the installation effect of an anti-wind net; (2) evaluate structural stability of typical anti-wind nets in Jeju; and (3) present the optimal specification of pipes in an anti-wind net for maximum instant wind velocities of 40 m/s and 45 m/s. The analyses were done for anti-wind nets with a mesh of 4 mm and a height of 3 m by using CFX and ANSYS. The results showed that the wind went down due to flow resistance when passing through an. anti-wind net. The anti-wind net with the supporting pipe being installed every two main columns was certainly unstable because the main column not sustained by the supporting pipe became cantilever. With regard to the position of a fixing point of the supporting pipe, von Mises stress on pipes was certainly increased as vertical positions of the supporting pipe were changed to be too lower or higher than an adequate position but there was little difference according to horizontal positions. The adequate vertical position was $2{\sim}2.5\;m$ high from the ground. For a maximum instant wind velocity of 40 m/s, the optimal specification of pipes was a main column of ${\varphi}48.1{\times}2.1$ t@2,000, cross beams(bottom and top) of ${\varphi}26.7{\times}1.9\;t$, cross beams(center) of ${\varphi}33.5{\times}2.1$ t/2ea and a supporting pipe of ${\varphi}31.8{\times}1.5$ t@2,000. In case of a maximum instant wind velocity of 45 m/s, the optimal specification of pipes with structural stability was a main column of ${\varphi}48.6{\times}3.25$ t@2,000, cross beams(bottom and top) of ${\varphi}26.7{\times}1.9\;t$, cross beams(center) of ${\varphi}48.1{\times}2.1$ t/2ea and a supporting pipe of ${\varphi}31.8{\times}1.5$ t@2,000.

• Science of Emotion and Sensibility
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• v.10 no.4
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• pp.539-554
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• 2007

Pilots of large airplanes have to land their airplanes with insufficient visual information because of high approach speed, high vertical velocity and high location or altitude of the cockpits from the runway intending to touch down. This study verifies that, due to the insufficient information, large airplane pilots can't exactly perceive height of their airplanes during the flare. Study 1 explored whether it's possible for the pilots to accurately perceive height with the static visual cues only. We showed them pictures of the runway taken from the pilot's pionts of view and asked them to assess the height of the airplanes. They determined exact height of the airplanes at the height of 85 feet, but they could not, at lower than 55 feet which is the flare preparation altitude. Study 2 explored whether it's possible for the pilots to accurately perceive height when dynamic cues were added to the static visual cues. We showed them videos of the runway taken from the pilot's pionts of view. With more cues they determined exact height of the airplanes at the height of 50 feet, but they could not, at the altitude of lower than 30 feet which is the flare altitude. As experience is believed to be a major factor which affects interpretation of the visual cues, we compared the accuracy of the assessment of the experienced captions and that of the in-experienced first officers. We found there was no significant difference between them.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.36 no.12
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• pp.1683-1688
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• 2012

Topology optimization is applied for the lightweight design of three main parts of a vertical articulated robot: a base frame, a lower and a upper frame. Design domains for optimization are set as large solid regions that completely embrace the original parts, which are discretized by using three-dimensional solid elements. Design variables are parameterized one-to-one to the material properties of each element by using the SIMP method. The objective of optimization is set as the multi-objective form combining the natural frequencies and mean compliances of a structure for which load steps of interest are selected from the multibody dynamics analysis of a robot. The obtained results of topology optimization are post-processed to designs favorable to manufacturability for casting process. The final optimized results are 11.0% (base frame), 12.0% (lower frame) and 10.0% (upper frame) lighter with similar or even higher static and dynamic stiffnesses than the original models.

• Korean Journal of Remote Sensing
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• v.31 no.2
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• pp.85-99
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• 2015

TDI CCD sensors are being used for most of the electro-optical camera mounted on the low earth orbit satellite to meet high performance requirements such as SNR and MTF. However, the CMOS sensors which have a lot of implementation advantages over the CCD, are being upgraded to have the TDI function. A few methods for improving the issue of motion blur which is apparent in the CMOS sensor than the CCD sensor, are being introduced. Each pixel can be divided into a few sub-pixels to be read more than once as is the same case with three or four phased CCDs. The fill factor can be reduced intentionally or even a kind of mask can also be implemented at the edge of pixels to reduce the blur. The motion blur can also be reduced in the TDI CMOS sensor by reducing the integration time from the full line scan time. Because the integration time can be controlled easily by the versatile control electronics, one of two performance parameters, MTF and SNR, can be concentrated dynamically depending on the aim of target imaging. MATLAB simulation has been performed and the results are presented in this paper. The goal of the simulation is to compare dynamic MTFs affected by the different methods for reducing the motion blur in the TDI CMOS sensor.

• Korean Journal of Remote Sensing
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• v.32 no.5
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• pp.529-538
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• 2016

This study, multispectral and hyperspectral sensors were utilized to use radiometric cross validation for the purpose of radiometric quality evaluation of a 'KOMPSAT-3'. Images of EO-1 Hyperion and Landsat-8 OLI sensors taken in PICS site were used. 2 sections that have 2 different types of ground coverage respectively were selected as the site of cross validation based on aerial hyperspectral sensor and TOA Reflectance. As a result of comparison between the TOA reflectance figures of KOMPSAT-3, EO-1 Hyperion and CASI-1500, the difference was roughly 4%. It is considered that it satisfies the radiological quality standard when the difference of figure of reflectance in a comparison to the other satellites is found within 5%. The difference in Blue, Green, Red band was approximately 3% as a comparison result of TOA reflectance. However the figure was relatively low in NIR band in a comparison to Landsat-8. It is thought that the relatively low reflectance is because there is a difference of band passes in NIR band of 2 sensors and in a case of KOMPSAT-3 sensor, a section of 940nm, which shows the strong absorption through water vapor, is included in band pass resulting in comparatively low reflectance. To overcome these conditions, more detailed analysis with the application of rescale method as Spectral Bandwidth Adjustment Factor (SBAF) is required.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.4
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• pp.316-329
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• 2012

In this paper, optimum design process of ICP (Inductively Coupled Plasma) torch, which has been used widely in aerospace application, such as supersonic plasma wind tunnel, is presented. For this purpose, the behaviors of equivalent circuit parameters (equivalent resistance and inductance, coupling efficiency) were investigated according to the variations of torch design parameters (frequency, $f$, confinement tube radius, $R$ and coil turn numbers, $N$) in the basis of analytical and numerical MHD (Magneto Hydro-Dynamics) models combined with electrical circuit theory. From the results, it is found that equivalent resistance is increased with the increase of $f$ values but vice versa for equivalent inductance. For elevated values of $R$ and $N$, however, both parameters tend to increase. Based on these observations, ICP torch with a power level of 10 kW can be optimized at the design ranges of $f$=4~6 MHz, $R$=17~25 mm and $N$=3~4 to maximize the electrical coupling efficiency, which is the ratio of equivalent resistance to equivalent inductance.

• Journal of the Korean Society for Marine Environment & Energy
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• v.17 no.3
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• pp.167-173
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• 2014

In this work, based on the blade element-momentum theory (BEMT), we proposed the geometry of a lab-scale horizontal axis tidal turbine with a diameter of 80cm, which can demonstrate the maximum power coefficient, and investigated the effect of blade pitch angle increase on the power coefficient. For validation of the computed power coefficients by the BEMT, we also computed the power coefficient using the computational fluid dynamics (CFD) for each case. For the CFD, 15 times of the turbine radius was used for the length and diameter of the computational domain, and the open boundary condition was prescribed at the boundary of the computational domain. The maximum power coefficients of the turbine acquired by the BEMT and CFD were about 48%, showing a good agreement. Both of the power coefficients computed by the BEMT and CFD tended to decrease when the blade pitch angle increases. The two power coefficients for a given tip-speed ratio were in good agreement. Through the present study, we have confirmed that we can trust the proposed geometry and the computed power coefficients based on the BEMT.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.12
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• pp.831-840
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• 2019

Flush Air Data Sensing system (FADS) estimates air data states using pressure data measured at the surface of flight vehicles. The FADS system does not require intrusive probes, so it is suitable for high performance aircrafts, stealth vehicles, and hypersonic flight vehicles. In this study, calibration procedures and solution algorithms of the FADS for a sphere-cone shape vehicle are presented for the prediction of air data from subsonic to supersonic flights. Five flush pressure ports are arranged on the surface of nose section in order to measure surface pressure data. The algorithm selects the concept of separation for the prediction of flow angles and the prediction of pressure related variables, and it uses the pressure model which combines the potential flow solution for a subsonic flow with the modified Newtonian flow theory for a hypersonic flow. The CFD code which solves Euler equations is developed and used for the construction of calibration pressure data in the Mach number range of 0.5~3.0. Tests are conducted with various flight conditions for flight Mach numbers in the range of 0.6~3.0 and flow angles in the range of -10°~+10°. Air data such as angle of attack, angle of sideslip, Mach number, and freestream static pressure are predicted and their accuracies are analyzed by comparing predicted data with reference data.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.12
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• pp.874-880
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• 2019

This paper introduces a method which can be effectively used for the path planning of UAV in a realistic map which has mountainous terrains, air defense networks and radars based on the Visibility Graph. Existing studies of Visibility Graph have been studied mainly for simple shape obstacles in 2-dimensional environment such as self-driving cars which avoid buildings. However, for UAV, Visibility Graph must be used in 3-dimensional environment for the variance of altitude. This occurs significant elapsed time increase because of the increase of the amount of the visibility of node sets. To solve this problem, this paper decrease the number of nodes which consists the complex terrain environments using convex hull based on Layered Visibility Graph. With convex hull method, this paper confirmed that the elapsed time is decreased about 99.5% compared to the case which has no decrease of the number of nodes.