• 대한원격탐사학회:학술대회논문집
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• 대한원격탐사학회 2006년도 Proceedings of ISRS 2006 PORSEC Volume II
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• pp.831-835
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• 2006

NOAA/AVHRR data were used to analyze sea surface temperatures (SSTs) and thermal fronts (TFs) in the Korean seas. Temporal and spatial analyses were based on data from 1993 to 2000. Harmonic analysis revealed mean SST distributions of $10{\sim}25^{\circ}C$. Annual amplitudes and phases were $4{\sim}11^{\circ}C$ and $210{\sim}240^{\circ}$, respectively. Inverse distributions of annual amplitudes and phases were found for the study seas, with the exception of the East China Sea, which is affected by the Kuroshio Current. Areas with high amplitudes (large variations in SSTs) showed 'low phases' (early maximum SST); areas with low amplitudes (small variations in SSTs) had 'high phases' (late maximum SST). Empirical orthogonal function (EOF) analyses of SSTs revealed a first-mode variance of 97.6%. Annually, greater SST variations occurred closer to the continent. Temporal components of the second mode showed higher values in 1993, 1994, and 1995. These phenomena seemed to the effect of El $Ni{\tilde{n}}o$. The Sobel edge detection method (SEDM) delineated four fronts: the Subpolar Front (SPF) separating the northern and southern parts of the East Sea; the Kuroshio Front (KF) in the East China Sea, the South Sea Coastal Front (SSCF) in the South Sea, and a tidal front (TDF) in the West Sea. Thermal fronts generally occurred over steep bathymetric slopes. Annual amplitudes and phases were bounded within these frontal areas. EOF analysis of SST gradient values revealed the temporal and spatial variations in the TFs. The SPF and SSCF were most intense in March and October; the KF was most significant in March and May.

• Journal of Positioning, Navigation, and Timing
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• 제6권4호
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• pp.159-166
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• 2017

The position of autonomous driving vehicle is basically acquired through the global positioning system (GPS). However, GPS signals cannot be received in tunnels. Due to this limitation, localization of autonomous driving vehicles can be made through sensors mounted on them. In particular, a 3D Light Detection and Ranging (LIDAR) system is used for longitudinal position error correction. Few feature points and structures that can be used for localization of vehicles are available in tunnels. Since lanes in the road are normally marked by solid line, it cannot be used to recognize a longitudinal position. In addition, only a small number of structures that are separated from the tunnel walls such as sign boards or jet fans are available. Thus, it is necessary to extract usable information from tunnels to recognize a longitudinal position. In this paper, fire hydrants and evacuation guide lights attached at both sides of tunnel walls were used to recognize a longitudinal position. These structures have highly distinctive reflectivity from the surrounding walls, which can be distinguished using LIDAR reflectivity data. Furthermore, reflectivity information of tunnel walls was fused with the road surface reflectivity map to generate a synthetic reflectivity map. When the synthetic reflectivity map was used, localization of vehicles was able through correlation matching with the local maps generated from the current LIDAR data. The experiments were conducted at an expressway including Maseong Tunnel (approximately 1.5 km long). The experiment results showed that the root mean square (RMS) position errors in lateral and longitudinal directions were 0.19 m and 0.35 m, respectively, exhibiting precise localization accuracy.

• 대한전자공학회논문지
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• 제19권2호
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• pp.14-22
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• 1982

국내 최초로 대구경 카세그레인 안테나의 자체 설계및 제작기술을 연구하고 시작품에 대한 성능을 측정 비교하였다. 카세그레인 안테나의 설계에 있어서는 여러 문헌을 참고하여 그 설계 수순을 정하고 특히 선진국에서 인공위성으로 부터의 TV전파 직접수신용으로 지목하고 있는 직경 4.6m인 파라보라회사 반대 곡면형 카세그레인 안테나의 제작에 있어 파라보라 곡면의 12분의 1 크기의 소곡면의 정밀제작및 이들의 정밀조립에 힘썼고 주어진 복반사경에 대하여 일차복사기의 개구 크기와 위치가 최소차폐를 만족하도록 전산 설계하는데 주력하였다. 시작된 안테나의 제성능은 이득이 43dB, 최대 정재파비 1.15, 판치각 1.1°등으로 나타났으며 같은 유형의 외국제품에 비하여 천색이 없었다.

• 한국환경과학회지
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• 제20권4호
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• pp.465-482
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• 2011

To preserve atmospheric environment of urban areas, it needs to create urban space considering air pollution sources and natural and geographical properties such as wind circulation. According to this study could examine climate and environmental characteristics of Daegu and accordingly suggest a climate map in urban environment and an "advice map" in urban planning. The urban area(area paved with asphalt and concrete) of Daegu has increased by more than five times since 1960. In addition, the analysis of thermal environment through satellite data shows that the surface temperature between a place paved with artificial structures and a farmland shows $10{\sim}20^{\circ}C$ difference during the daytime in the summer. Regarding the parks inhibiting the heat island of a city have the small area of trees, and the road paved with concrete is wide so that they hardly serve as the source of heat absorption. As Apsan is located to the south of Daegu and Palgonsan to the north and Daegu has east high west low type, mountain wind from mountains in the south and north passes a city and delivers heat and air pollutions at night. In the west of Daegue, there is the poorest environment and industrial facilities and environmental basic facilities are mostly located, so large residential complexes that are being built around the industrial facilities as if they set up a folding screen and therefore the poor environment is increasingly worse.

• 대한공간정보학회지
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• 제20권2호
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• pp.73-79
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• 2012

본 연구는 LANDSAT TM영상을 이용하여 도농중심도시인 김제시의 토지이용변화를 분석하고 미래 변화예측을 시도한 것이다. 감독분류 시 새로운 시도로 훈련영역 선정 시 HSB(Hue, Saturation, Brightness) 변환영상을 이용함으로써 약 5% 이상의 분류정확도 향상을 가져왔다. 분류결과와 해당지역의 구역 별 인구, DEM, 도로망, 수계 등 GIS데이터를 고려하여 셀룰라오토마타 알고리즘을 발전시킨 Markov Chain 기법으로 토지이용변화예측을 실시하였다. 토지변화비율을 비교 분석한 결과 지형적인 특성이 토지이용의 변화에 가장 크게 영향을 미치는 것으로 판단되었다. 또한 2030년 후의 토지이용변화 예측 결과 김제시 전체에서 산악지의 21.67%가 농경지로 13.11%는 시가지로 변화될 것으로 예측되었다. 주된 변화는 도심 중심부에 위치한 규모가 작은 산악지인 것으로 예측 되었다. 연구결과 미래의 토지이용변화를 예측함으로써 식량자원의 확보를 위한 도농도시의 토지이용계획에 도움이 될 것으로 확신한다.

• 대기
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• 제22권2호
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• pp.163-174
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• 2012

Brightness temperature (BT) difference between sea fog and sea surface is small, because the top height of fog is low. Therefore, it is very difficult to detect sea fog with infrared (IR) channels in the nighttime. To overcome this difficulty, we have developed a new algorithm for detection of sea fog that consists in three tests. Firstly, both stratus and sea fog were discriminated from the other clouds by using the difference between BTs $3.7{\mu}m$ and $11{\mu}m$. Secondly, stratus occurring at a level higher than sea fog was removed when the difference between cloud top temperature and sea surface temperature (SST) is smaller than 3 K. In this process, we used daily SST data from AMSR-E microwave measurements that is available even in the presence of cloud. Then, the SST was converted to $11{\mu}m$ BT based on the regressed relationship between AMSR-E SST and MTSAT-1R $11{\mu}m$ BT at 1733 UTC over clear sky regions. Finally, stratus was further removed by using the homogeneity test based on the difference in cloud top texture between sea fog and stratus. Comparison between the retrievals from our algorithm and that from Korea Meteorological Administration (KMA) algorithm, shows that the KMA algorithm often misconceived sea fog as stratus, resulting in underestimating the occurrence of sea fog. Monthly distribution of sea fog over northeast Asia in 2008 was derived from the proposed algorithm. The frequency of sea fog is lowest in winter, and highest in summer especially in June. The seasonality of the sea fog occurrence between East and West Sea was comparable, while it is not clearly identified over South Sea. These results would serve to prevent the possible occurrence of marine accidents associated with sea fog.

• Journal of Advanced Marine Engineering and Technology
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• 제39권5호
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• pp.570-576
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• 2015

3D visualization of navigation simulation is to visualize the environment conditions (e.g. nearby ships, dynamic characteristics, environment, terrain, etc) for any users on ships at sea. Realistic 3D visualization enables the users to be immersed to it and guarantees the reliability of the simulation. In particular, terrain visualization contains many virtual objects, so it is time and cost-intensive for object modelling. This paper proposes a 3D terrain visualization method that can be realized in a short time and with low cost by using the Unity 3D development tool. The 3D terrain visualization system requires bathymetric and elevation terrains, and Aids to Navigations (AtoNs) to be realized. It also needs to include 3D visualization objects including bridges, buildings and port facilities for more accurate simulation. Bathymetric and AtoN elements are acquired from ENC, and the elevation element is acquired from SRTM v4.1 digital elevation chart database developed by NASA. Then, the bathymetric and elevation terrains are generated, and the satellite images are superposed by using this terrain information. The longitudinal and latitudinal information of the AtoNs are converted to the 3-axis information to position the AtoN locations. The 3D objects such as bridges, buildings and port facilities are generated and the terrain visualization is completed. The proposed method realizes more realistic 3D terrain visualization of Busan Port.

• 한국인터넷방송통신학회논문지
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• 제14권1호
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• pp.7-13
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• 2014

본 논문에서는 위성통신 시스템에 사용 가능한 새로운 구조의 도파관 저역통과 여파기를 제안하였다. 제안된 저역통과 여파기는 고차모드의 간섭이 없는 광대역 특성과 저지대역에서의 충분한 감쇠 그리고 도파관의 소형화와 경량화를 위하여 evanescent-mode 리지 구조를 사용하여 설계 하였고, 도파관 내에 리지를 둘러싸는 직사각형 링을 삽입하여 반사손실과 격리도를 향상시켰다. 또한 매칭을 위해 여파기의 입출력 포트 단은 임피던스 스텝 구조를 사용하여 설계하였다. 제작된 저역통과 여파기는 통과 대역 주파수인 7.25 ~ 8.4 GHz에서 반사손실이 19.5 dB이상, 삽입손실은 1.41 dB이하로 측정 되었으며 억제 대역 주파수인 12.25 ~ 14.5 GHz에서의 격리도는 67.2 dB이상을 만족하였다.

• 한국전자파학회논문지
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• 제15권9호
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• pp.872-879
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• 2004

본 논문에서는 LTCC(Low Temperature Co-fired Ceramic) 공정을 이용한 K/Ka 대역(20～21 GHz/30～31 GHz) 위성통신 송수신 겸용 L형태의 광대역 원형편파 안테나를 제안하였다. 이 안테나는 상대 유전율이 5.2인 LTCC 공정을 이용하여 제작되었으며 적층형 구조로서 다른 RF 회로와 집적화가 가능하다. 또한 LTCC을 이용하였으므로 가벼우면서 다른 RF 회로와의 집적화를 통해 손실을 줄일 수 있고, 전체적으로 시스템 크기를 줄일 수 있다. 본 논문에서 사용한 안테나는 모노폴 안테나의 구부러진 L형태의 간단한 구조로서 LTCC 공정상에서의 구현을 쉽게 하고 손실을 최소화할 수 있도록 하였다.

• 대기
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• 제18권4호
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• pp.267-277
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• 2008

The occurrence and strength of the Asian Dust over the Korea Peninsular have been increased by the expansion of the desert area. For the continuous monitoring of the Asian Dust event, the geostationary satellites provide useful information by detecting the outbreak of the event as well as the long-range transportation of dust. The Infrared Optical Depth Index (IODI) derived from the MTSAT-1R data, indicating a quantitative index of the dust intensity, has been produced in real-time at Korea Meteorological Administration (KMA) since spring of 2007 for the forecast of Asian dust. The data processing algorithm for IODI consists of mainly two steps. The first step is to detect dust area by using brightness temperature difference between two thermal window channels which are influenced with different extinction coefficients by dust. Here we use dynamic threshold values based on the change of surface temperature. In the second step, the IODI is calculated using the ratio between current IR1 brightness temperature and the maximum brightness temperature of the last 10 days which we assume the clear sky. Validation with AOD retrieved from MODIS shows a good agreement over the ocean. Comparison of IODI with the ground based PM10 observation network in Korea shows distinct characteristics depending on the altitude of dust layer estimated from the Lidar data. In the case that the altitude of dust layer is relatively high, the intensity of IODI is larger than that of PM10. On the other hand, when the altitude of dust layer is lower, IODI seems to be relatively small comparing with PM10 measurement.