• Journal of the Korean Society for Precision Engineering
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• v.17 no.6
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• pp.111-118
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• 2000

The design of reference trajectory with respect to drag acceleration is necessary to decelerate from hypersonic speed safely after atmosphere re-entry of space vehicle. The re-entry guidance design involves trajectory optimization, generation of a reference drag acceleration profile with the satisfaction of 6 trajectory constraints during the re-entry flight. This reference drag acceleration profile can be considered as the reference trajectory. The cost function is composed of the accumulated total heating on vehicle due to the reduction of weight. And a regularization is needed to prevent optimal drag profile from varying too fast and achieve realized trajectory. This paper shows the relations between velocity, drag acceleration and altitude in drag acceleration profile, and how to determine the reference trajectory.

• Journal of the Korean Society for Precision Engineering
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• v.20 no.11
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• pp.91-99
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• 2003

When the driver suddenly depresses the brake pedal under critical conditions, the desired trajectory of the vehicle can be changed. In this study, the vehicle dynamics and fuzzy logic controller are used to control the vehicle trajectory. The dynamic vehicle model consists of the engine, the rotational wheel, chassis, tires and brakes. The engine model is derived from the engine experimental data. The engine torque makes the wheel rotate and generates the angular velocity and acceleration of the wheel. The dynamic equation of the vehicle model is derived from the top-view vehicle model using Newton's second law. The Pacejka tire model formulated from the experimental data is used. The fuzzy logic controller is developed to compensate for the trajectory error of the vehicle. This fuzzy logic controller individually acts on the front right, front left, rear right and rear left brakes and regulates each brake torque. The fuzzy logic controlling each brake works to compensate for the trajectory error on the split - $\mu$ road conditions follows the desired trajectory.

• Journal of Institute of Control, Robotics and Systems
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• v.16 no.10
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• pp.997-1005
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• 2010

Most motion control systems consist of a desired trajectory generator, a motion controller such as a conventional PID controller, and a plant to be controlled. The desired trajectory generator as well as the motion controller is very important to achieve a good tracking performance. Especially, if the desired trajectory is generated actively utilizing the maximum velocity, acceleration, jerk and snap as given system specifications, the tracking performance would be better. For this, we make use of the properties of convolution operator in order to generate a smooth (S-curve) trajectory satisfying the system specifications. Also, the proposed trajectory generation method is extended to more general cases with arbitrary initial and terminal conditions. In addition, the suggested trajectory generator can be easily realized for real-time implementation. Finally, the effectiveness of the suggested method is shown through numerical simulations.

• Journal of the Korea Institute of Military Science and Technology
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• v.20 no.6
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• pp.774-780
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• 2017

The techniques for driving trajectory calculation and driving trajectory distribution calculation are proposed to analyze the durability of ground vehicles effectively. To achieve this aim, the driving trajectory of a vehicle and the driving trajectory distribution of that are needed, in addition to road profile. The road profiles can be measured by a profilometer but a driving trajectory of a vehicle cannot be acquired effectively due to a large position error from a conventional GPS sensor. Therefore two techniques are proposed to reduce the position error of a vehicle and achieve the distribution of driving trajectory of that. The driving trajectory calculation technique produces relative positions by using the velocity, time and heading of a vehicle. The driving trajectory distribution calculation technique produces distributions of the driving trajectory by using axis transformation, estimating reference line, dividing sectors and plotting a histogram of the sectors. As a results of this study, we can achieve the considerably accurate driving trajectory and driving trajectory distribution of a vehicle.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.66 no.9
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• pp.1385-1391
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• 2017

This work presents a synchronized on-line trajectory generation algorithm for mechanical system with multiple degrees-of-freedom. Proposed algorithm is designed to generate time-optimized trajectories and synchronized trajectories under the constraints such as maximum speed, acceleration, deceleration, non-zero initial velocity, etc. Also, because of small computation time, therefore this can be applied in real-time and it is easier to change the trajectory when an event occurs. We verified the feasibility through various trajectory generation.

• Proceedings of the KIEE Conference
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• 2002.11c
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• pp.169-172
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• 2002

This paper is concerned with walking trajectory generation by applying the genetic algorithm. The walking trajectory is generated though three via-points and genetic algorithm is employed to find velocity and acceleration at each via-point. Also genetic algorithm is applied for balancing joint trajectory. Fitness function is used for minimizing the trajectory. As a result, new algorithm generated the smooth trajectory. The proposed algorithm is verified by the experiment of biped walking robot developed in our Control laboratory, and we compared the result with the previous walking algorithm. It showed that the new proposed algorithm generated the better walking trajectory.

• Journal of ILASS-Korea
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• v.5 no.3
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• pp.37-44
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• 2000

High velocity, gas-assisted liquid drop trajectories were investigated under well-controlled experimental conditions at elevated gas densities and room temperature. A monodisperse stream of drops which are generated by a vibrating-orifice drop generator were injected into a transverse high velocity gas stream. The gas density and air jet velocity were adjusted independently to keep the Weber numbers constant. The Weber numbers studied were 72, 148, 270, 532. The range of experimental conditions included studied the three drop breakup regimes previously referred as bag, stretching/thinning and catastrophic breakup regimes. High-magnification photography and conventional spray field photographs were taken to study the microscopic breakup mechanisms and the drop trajectories in high velocity gas flow fields, respectively. The parent drop trajectories were affected by the gas density and the gas jet velocities and do not show similarity with respect to the either Weber or the Reynolds number, as expected.

• Journal of Institute of Control, Robotics and Systems
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• v.20 no.1
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• pp.48-57
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• 2014

It is suggested that the curvature trajectory be used to estimate the real-time moving sound sources and efficiently the robot estimating the sound sources. Since the target points of the real-time moving sound sources change, the mobile robot continuously estimates the changed target points. In such a case, the robot experiences a slip phenomenon due to the abnormal velocity and the changes of the navigating state. By selecting an appropriate curvature and navigating the robot gradually by using it, it is possible to enable the robot to reach the target points without having much trouble. In order to recognize the sound sources in real time, three microphones need to be organized in a straight form. Also, by applying the cross-correlation algorithm to the TDOA base, the signals can be analyzed. By using the analyzed data, the locations of the sound sources can be recognized. Based on such findings, the sound sources can be estimated. Even if the mobile robot is navigated by selecting the gradual curvature based on the changed target points, there could be errors caused by the inertia and the centrifugal force related to the velocity. As a result, it is possible to control the velocity of both wheels of the robot through the velocity PID controller in order to compensate for the slip phenomenon and minimize the estimated errors. In order to examine whether the suggested curvature trajectory is appropriate for estimating the sound sources, two mobile robots are arranged to carry out an actual experiment. The first robot is moved by discharging the sound sources, while the second robot recognizes and estimates the locations of the discharged sound sources in real time.

• Korean Journal of Applied Biomechanics
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• v.26 no.4
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• pp.333-341
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• 2016

Objective: The purpose of this study was to assess the consistency of the gliding and push-off motion for single leg skating from the first to fourteenth steps. We hypothesized that: 1) there would be no difference in stroke trajectory, step rate, and cycle rate between the left and right steps of gliding; and 2) there would be a difference in the resultant velocity of toe push-off and the horizontal velocity of the center of mass after six step push-offs. Method: The study included five male 500-m speed skaters (mean height, $1.80{\pm}0.02m$; mean weight, $76.8{\pm}3.96kg$; record, $35.83{\pm}0.30sec$; 100-m record, <9.97 sec). Data were collected from the first to fourteenth steps (40 m) and recorded using five digital JVC GR-HD1KR video cameras (Victor Co., Japan) operating at a sampling frequency of 60 fields/sec and shutter speed of 1/500 sec. For each film frame, the joint positions were digitized using the KWON3D motion analyzer. Position data were filtered with low-pass Butterworth $4^{th}$ order at the cut-off frequency of 7.4 Hz. Results: The right toe of the skating trajectories at $2^{nd}$, $5^{th}$, and $7^{th}$ strokes differed from those of the left toe. The angles of the right and left knee demonstrated unbalanced patterns from the flexion and extension legs. The step and cycle rates of the right and left leg differed from the start until 20 m. The resultant velocities of the toe at the push-off phase and of the body mass center diverged before the six push-offs. Conclusion: This study's findings indicate that the toe of skating trajectory on left and right sliding after push-off should maintain a symmetrical trajectory. The resultant velocity of toe push-off and horizontal velocity from the center of body need to be separated after about six step push-offs.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.1
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• pp.41-51
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• 2018

Downwash from helicopter rotor blades and external winds from various maneuvering make an unguided rocket change its trajectory and range. For the prediction of the trajectory and range, it is essential to consider the downwash effect. In this study, an algorithm was developed to calculate 6-Degree-Of-Freedom(6 DOF) forces and moments exerting on the rocket, and total flight trajectory of a 2.75-inch unguided rocket in a helicopter downwash flow field. Using Actuator Disk Model(ADM) analysis result, the algorithm could analyze the entire trajectory in various initial launch condition such as launch angle, launch velocity, and external wind. The algorithm that considered the interference between a fuselage and external winds could predict the trajectory change more precisely than inflow model analysis. Using the developed algorithm, the attitude and trajectory change mechanism by the downwash effect were investigated analyzing the effective angle of attack change and characteristics of pitching stability of the unguided rocket. Also, the trajectory and range changes were analyzed by considering the downwash effect with external winds. As a result, it was concluded that the key factors of the rocket range change were downwash area and magnitude which effect on the rocket, and the secondary factors were the dynamic pressure of the rocket and the interference between a fuselage and external winds. In tailwind case which was much influential on the range characteristics than other wind cases, the range of the rocket rose as increasing the tailwind velocity. However, there was a limit that the range of the rocket did not increase more than the specific tailwind velocity.