• Title/Summary/Keyword: Landing Height

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Does Strategy of Downward Stepping Stair Due to Load of Additional Weight Affect Lower Limb's Kinetic Mechanism?

  • Ryew, Checheong;Yoo, Taeseok;Hyun, Seunghyun
    • International journal of advanced smart convergence
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    • v.9 no.4
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    • pp.26-33
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    • 2020
  • This study measured the downward stepping movement relative to weight change (no load, and 10%, 20%, 30% of body weight respectively of adult male (n=10) from standardized stair (rise of 0.3 m, tread of 0.29 m, width of 1 m). The 3-dimensional cinematography and ground reaction force were also utilized for analysis of leg stiffness: Peak vertical force, change in stance phase leg length, Torque of whole body, kinematic variables. The strategy heightened the leg stiffness and standardized vertical ground reaction force relative to the added weights (p<.01). Torque showed rather larger rotational force in case of no load, but less in 10% of body weight (p<.05). Similarly angle of hip joint showed most extended in no-load, but most flexed in 10% of body weight (p<.05). Inclined angle of body trunk showed largest range in posterior direction in no-load, but in vertical line nearly relative to added weights (p<.001). Thus the result of the study proved that downward stepping strategy altered from height of 30 cm, regardless of added weight, did not affect velocity and length of lower leg. But added weight contributed to more vertical impulse force and increase of rigidity of whole body than forward rotational torque under condition of altered stepping strategy. In future study, the experimental on effect of weight change and alteration of downward stepping strategy using ankle joint may provide helpful information for development of enhanced program of prevention and rehabilitation on motor performance and injury.

Effects of Skill Level and Feet Width on Kinematic and Kinetic Variables during Jump Rope Single Under

  • Jang, Kyeong Hui;Son, Min Ji;Kim, Dae Young;Lee, Myeoung Gon;Kim, You Kyung;Kim, Jin Hee;Youm, Chang Hong
    • Korean Journal of Applied Biomechanics
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    • v.27 no.2
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    • pp.99-108
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    • 2017
  • Objective: The purpose of this study was to analyze the effects of skill level and width between feet on kinematic and kinetic variables during jump rope single under with both feet. Method: Fifteen subjects in the skilled group (age: $10.85{\pm}0.40yrs$, height: $142.13{\pm}5.41cm$, weight: $36.97{\pm}6.65kg$) and 15 subjects in the unskilled group (age: $10.85{\pm}0.40yrs$, height: $143.31{\pm}5.54cm$, weight: $40.81{\pm}10.39kg$) participated in this study. Results: Participants in the skilled group minimized the anteroposterior displacement of their center of mass by modifying the width between their feet and decreased the range of motion (ROM) of their trunk in the sagittal plane. The preferred width during the jump rope decreased by 5.61~6.11 cm (32~37%) in comparison to width during static standing. The induced width was increased by 16.44~16.67 cm (82~85%), regardless of skill level. The kinematic variables of the left and right legs of members of the unskilled group were significantly different from those of members in the skilled group regarding the ROM of the hip, knee, and ankle joint. Otherwise, the members of the skilled group were consistent in terms of the kinematic variables of the right and left legs. Conclusion: The preferred width between feet during the jump rope was found to be beneficial for maintaining dynamic stability. The unskilled group exhibited asymmetry in left and right motion within the ranges of motion of the ankle, knee, and hip joints, regardless of the width. Therefore, long-term accurate jump rope motions will contribute to an improvement in the left and right imbalances of the entire body.

A Case Study of Tkatchev stretched Motion by Technical Feedback in Horizontal Bars (기술처치에 의한 철봉 Tkatchev stretched 동작의 사례연구)

  • Back, Jin-Ho;Son, Won-Il
    • Korean Journal of Applied Biomechanics
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    • v.18 no.4
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    • pp.77-87
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    • 2008
  • This study is to formulate strategy for subject who are selected as national team in horizontal bars event in apparatus gymnastics. For this, skill training program was applied to players for 8 weeks. Then it was analyzed by using 3D motion Analysis system to seek the difference between before and after using the program. There were decisive demerit element K's first try for Tkatchev stretched movement from low elevation and crooked body while elevating. Not only, the location of his center of mass is far and low and there was some concern in his landing due to bended his hip-joint, but also, it exposed weak point in retro-action followed technique. Thus, to overcome that weak point, the subject repeated practices on following; when preparing for Tkatchev stretched movement at downward for big spin, make sure extend shoulder angle faster, make sure Tap movement is short and concise using hip-joint angular while delaying Tap timing for folding the body, and moreover, while backlashing the body, used shoulder joint angle wide to pull up the body. As a result, the speed of vertical upward did rut increase when separation from the bar. However, height of elevation increased that the leg would rut hit the horizontal bar even straight up the hip-joint. Therefore, the movement itself provided magnificent motion and even helped decrease the demerits.

Preliminary Study on GIS Mapping-based Fine Dust Measurement in Complex Construction Site (단지조성공사 내 드론을 활용한 GIS 맵핑 기반 미세먼지 측정 시스템 기초 연구)

  • Lee, Jaeho;Han, Jae Goo;Kim, Young Hyun
    • Journal of the Korea Academia-Industrial cooperation Society
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    • v.22 no.2
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    • pp.319-325
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    • 2021
  • A fine dust measurement using drones is becoming an increasingly common technology, and air pollutants can be identified through dust monitoring in partial industrial areas. A station for measuring fine dust provides information at large construction site offices. On the other hand, it was difficult to check the fine dust in the pollutant source accurately. Therefore, the drone took measurements directly after been placed at the site. While measuring fine dust, monitoring noise occurred due to the influence of the drone's down-wind during landing, but the measurements were similar to the numerical value of the grounded pollution source on the height of 30 m. The field applicability to the study area has limitations in periodic updates using satellite images because the terrain was constantly changing due to considerable flattening fieldwork. Therefore, this study implemented a system that can reflect real-time field information through GIS mapping using drones.

Evaluation of Geospatial Information Construction Characteristics and Usability According to Type and Sensor of Unmanned Aerial Vehicle (무인항공기 종류 및 센서에 따른 공간정보 구축의 활용성 평가)

  • Chang, Si Hoon;Yun, Hee Cheon
    • Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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    • v.39 no.6
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    • pp.555-562
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    • 2021
  • Recently, in the field of geospatial information construction, unmanned aerial vehicles have been increasingly used because they enable rapid data acquisition and utilization. In this study, photogrammetry was performed using fixed-wing, rotary-wing, and VTOL (Vertical Take-Off and Landing) unmanned aerial vehicles, and geospatial information was constructed using two types of unmanned aerial vehicle LiDAR (Light Detection And Ranging) sensors. In addition, the accuracy was evaluated to present the utility of spatial information constructed through unmanned aerial photogrammetry and LiDAR. As a result of the accuracy evaluation, the orthographic image constructed through unmanned aerial photogrammetry showed accuracy within 2 cm. Considering that the GSD (Ground Sample Distance) of the constructed orthographic image is about 2 cm, the accuracy of the unmanned aerial photogrammetry results is judged to be within the GSD. The spatial information constructed through the unmanned aerial vehicle LiDAR showed accuracy within 6 cm in the height direction, and data on the ground was obtained in the vegetation area. DEM (Digital Elevation Model) using LiDAR data will be able to be used in various ways, such as construction work, urban planning, disaster prevention, and topographic analysis.

The Kinematical Analysis of Straddle Jump to Push up Motion on Sports Aerobics (스포츠 에어로빅스 Straddle Jump to Push up 동작의 운동학적 분석)

  • Kim, Cha-Nam
    • Korean Journal of Applied Biomechanics
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    • v.12 no.2
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    • pp.77-90
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    • 2002
  • This study serves the purpose of understanding about correct jump and landing motion through Kinematical Analysis of Straddle Jump to Push up Motion at target by four elite sports aerobics athletes have more than four years career. And further more that make good assistance for coaches effective guidance through an offer basic data and correct diagnosis, evaluate of motions. It was picture-taked by two-video camera for Straddle Jump to Push up Motions. Camera speeds are 60 frame/sec. There are Kinematical Variation elements for analysis, the displacement of COG, each angle displacement left/right of shoulder-joint, each angle displacement left/right of knee-joint and each speed left/right of tip of the toes. Every each person accomplished severaly 3 times and we have acquired this conclusion. The conclusions were as follows; 1. Each situation for displacement of COG showed low height of COG by phase 1, 4, 5(79.05${\pm}9.07,\;46.41{\pm}3.65,\;18.66{\pm}0.54cm$) and It showed high height of COG by phase 2, 3($120.80{\pm}6.13,\;148.12{\pm}9.19cm$). 2. Each displacement left, right of shoulder-joint flexion by phase 1($91.07{\pm}8.30,\;90.77{\pm}5.72$deg/sec)and It showed maximal extension angles by phase 2($102.48{\pm}10.00,\;102.39{\pm}10.51$deg/sec). in part of phase 3, left of shoulder-joint angle($94.43{\pm}4.12$deg/sec) showed flexion phase 1, the other right shoulder-joint angle(88.38${\pm}$4.98deg/sec) showed more a little lower than phase 1, in last phase that showed most low by phase 4($70.58{\pm}13.72,\;54.24{\pm}11.58$deg/sec). 3. Each displacement left, right of hip joint showed maximal extent conditions by phase 2, 3($160.35{\pm}22.68,\;1534.77{\pm}5.40$deg/sec, $150.04{\pm}12.79,\;145.54{\pm}13.00$deg/sec) beside, ankle-joint showed minimal angle by phase 1, 4($93.59{\pm}18.92,\;85.37{\pm}13.23$deg/sec, $66.60{\pm}15.77,\;80.60{\pm}16.57$deg/sec). 4. Each displacement left, right of hip joint showed maximal extent conditions by phase 2($157.15{\pm}9.13,\;163.52{\pm}8.18$deg/sec), and right of hip joint showed minimal angle by phase 3($110.87{\pm}13.81,\;77.53{\pm}8.95$deg/sec) It showed alike condition of low angle by phase 1, 4($91.04{\pm}2.31,\;96.26{\pm}2.20$deg/sec). 5. Each displacement left, right of knee-joint showed maximal extent conditions by phase 1, 3, 4($173.46{\pm}2.95,\;171.51{\pm}5.44$deg/sec, $172.24{\pm}4.49,\;171.26{\pm}0.65$deg/sec, $162.78{\pm}2.13,\;164.10{\pm}5.97$deg/sec) but It showed flexion only left of knee-joint by phase 2($164.45{\pm}7.51,\;159.38{\pm}3.48$deg/sec). 6. Each speed left, right of the tip of the toes showed most fastest when someone jumped with lift up leges by phase 1, 2($321.32{\pm}67.91,\;316.90{\pm}41.97$cm/sec, $410.06{\pm}153.06,\;399.77{\pm}189.34$cm/sec), It showed more less speed than phase 1,2 by phase 3($169.74{\pm}67.17,\;150.00{\pm}63.80$cm/sec) and It showed most slow speed than phase 1,2,3 by phase 4($87.22{\pm}34.90,\;85.72{\pm}52.23$cm/sec).

A Study on Legal and Regulatory Improvement Direction of Aeronautical Obstacle Management System for Aviation Safety (항공안전을 위한 장애물 제한표면 관리시스템의 법·제도적 개선방향에 관한 소고)

  • Park, Dam-Yong
    • The Korean Journal of Air & Space Law and Policy
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    • v.31 no.2
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    • pp.145-176
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    • 2016
  • Aviation safety can be secured through regulations and policies of various areas and thorough execution of them on the field. Recently, for aviation safety management Korea is making efforts to prevent aviation accidents by taking various measures: such as selecting and promoting major strategic goals for each sector; establishing National Aviation Safety Program, including the Second Basic Plan for Aviation Policy; and improving aviation related legislations. Obstacle limitation surface is to be established and publicly notified to ensure safe take-off and landing as well as aviation safety during the circling of aircraft around airports. This study intends to review current aviation obstacle management system which was designed to make sure that buildings and structures do not exceed the height of obstacle limitation surface and identify its operating problems based on my field experience. Also, in this study, I would like to propose ways to improve the system in legal and regulatory aspects. Nowadays, due to the request of residents in the vicinity of airports, discussions and studies on aviational review are being actively carried out. Also, related ordinance and specific procedures will be established soon. However, in addition to this, I would like to propose the ways to improve shortcomings of current system caused by the lack of regulations and legislations for obstacle management. In order to execute obstacle limitation surface regulation, there has to be limits on constructing new buildings, causing real restriction for the residents living in the vicinity of airports on exercising their property rights. In this sense, it is regarded as a sensitive issue since a number of related civil complaints are filed and swift but accurate decision making is required. According to Aviation Act, currently airport operators are handling this task under the cooperation with local governments. Thus, administrative activities of local governments that have the authority to give permits for installation of buildings and structures are critically important. The law requires to carry out precise surveying of vast area and to report the outcome to the government every five years. However, there can be many problems, such as changes in the number of obstacles due to the error in the survey, or failure to apply for consultation with local governments on the exercise of construction permission. However, there is neither standards for allowable errors, preventive measures, nor penalty for the violation of appropriate procedures. As such, only follow-up measures can be taken. Nevertheless, once construction of a building is completed violating the obstacle limitation surface, practically it is difficult to take any measures, including the elimination of the building, because the owner of the building would have been following legal process for the construction by getting permit from the government. In order to address this problem, I believe penalty provision for the violation of Aviation Act needs to be added. Also, it is required to apply the same standards of allowable error stipulated in Building Act to precise surveying in the aviation field. Hence, I would like to propose the ways to improve current system in an effective manner.