• Journal of Ocean Engineering and Technology
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• v.35 no.6
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• pp.434-445
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• 2021

This paper proposes an optimal design method for an unmanned underwater vehicle (UUV) platform to overcome strong current. First, to minimize the hydrodynamic drag components in water, the vehicle is designed to have a streamlined disc shape, which help maintaining horizontal motion (zero roll and pitch angles posture) while overcoming external current. To this end, four vertical thrusters are symmetrically mounted outside of the platform to stabilize the vehicle's horizontal motion. In the horizontal plane, four horizontal thrusters are symmetrically mounted outside of the disc, and each of them has the same forward and reverse thrust performances. With these four thrusters, a specific thrust vector control (TVC) method is proposed, and for external current in any direction, four horizontal thrusters are controlled to generate a vectored thrust force to encounter the current while minimizing the vehicle's rotation and maintaining its heading. However, for the numerical simulations, the vehicle's hydrodynamic coefficients related to the horizontal plane are derived based on both theoretical and empirically derived formulas. In addition to the simulation, experimental studies in both the water tank and circulating water channel are performed to verify the vehicle's various final performances, including its ability to overcome strong current.

• Journal of Sensor Science and Technology
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• v.26 no.3
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• pp.173-178
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• 2017

In this paper, we newly developed an omnidirectional receiver for visible light communication (VLC). The omnidirectional receiver was composed of a flexible solar cell attached on a cylindrical surface with its axis in vertical direction. The solar cell surface was symmetrical and showed an almost uniform receiving pattern in a horizontal plane. The maximum difference in a receiving pattern was within 7% of its peak value in a horizontal plane. This configuration is very easy to fabricate and useful in constructing wireless sensor networks in which one receiver needs to detect multiple LED signals in different directions.

• Journal of Korean Neurosurgical Society
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• v.58 no.6
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• pp.578-581
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• 2015

A rigid spino-pelvic fixation to anchor long constructs is crucial to maintain the stability of long fusion in spinal deformity surgery. Besides obtaining immediate stability and proper biomechanical strength of constructs, the S2 alar-iliac (S2AI) screws have some more advantages. Four Korean fresh-frozen human cadavers were procured. Free hand S2AI screw placement is performed using anatomic landmarks. The starting point of the S2AI screw is located at the midpoint between the S1 and S2 foramen and 2 mm medial to the lateral sacral crest. Gearshift was advanced from the desired starting point toward the sacro-iliac joint directing approximately $20^{\circ}$ angulation caudally in sagittal plane and $30^{\circ}$ angulation horizontally in the coronal plane connecting the posterior superior iliac spine (PSIS). We made a S2AI screw trajectory through the cancellous channel using the gearshift. We measured caudal angle in the sagittal plane and horizontal angle in the coronal plane. A total of eight S2AI screws were inserted in four cadavers. All screws inserted into the iliac crest were evaluated by C-arm and naked eye examination by two spine surgeons. Among 8 S2AI screws, all screws were accurately placed (100%). The average caudal angle in the sagittal plane was $17.3{\pm}5.4^{\circ}$. The average horizontal angle in the coronal plane connecting the PSIS was $32.0{\pm}1.8^{\circ}$. The placement of S2AI screws using the free hand technique without any radiographic guidance appears to an acceptable method of insertion without more radiation or time consuming.

• Korean Journal of Computational Design and Engineering
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• v.15 no.4
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• pp.306-313
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• 2010

In this paper, an acceleration based passenger evacuation simulation is performed. In order to describe a passenger‘s behavior in an evacuation situation, a passenger is modeled as a rigid body which translates in the horizontal plane and rotates along the vertical axis. The position and rotation angle of a passenger are calculated by solving the dynamic equations of motions at each time step. The destination force, the contact force, and the group force are considered as external forces and the moments due to each force are also considered. With the passenger model proposed in this paper, the test problems in International Maritime Organization, Maritime Safety Committee/Circulation 1238(IMO MSC/Circ.1238) are implemented and the effects of passenger rotation on the evacuation time are confirmed.

• Economic and Environmental Geology
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• v.32 no.4
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• pp.365-371
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• 1999

Ture diplacement of a fault monement is calculated from the displacement of the index plane such as bedding on an outcrop surface. The input parameters are the orientations of the index, fault, and outcrop planes. It is also necessary to input the orientation of fault striation and the offset distance of the index plane on the outcrop surface. The distances of the total, strike, horizontal and dip slip components of the fault movement are calculated from the input parameters. Hwang(1998) conducted a simlar calculation using trigonoment method. To apply the previous method, the offset distance of the index plane must be measured on a vertical outcrop surface. The calculation method of this study accepts the offset distence of index plane on an outcrop plane of any orientation. Calculation results from both method are indentical, regardless of the simplicity of the new method.

• Journal of the Korean Ceramic Society
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• v.32 no.4
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• pp.419-428
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• 1995

Polycrystalline silicon carbide (SiC) thick films were depostied by low pressure chemical vapor deposition (LPCVD) using CH3SiCl3 (MTS) and H2 gaseous mixture onto isotropic graphite substrate. Effects of deposition variables on the SiC film were investigated. Deposition rate had been found to be surface-reaction controlled below reactor temperature of 120$0^{\circ}C$ and mass-transport controlled over 125$0^{\circ}C$. Apparent activation energy value decreased below 120$0^{\circ}C$ and deposition rate decreased above 125$0^{\circ}C$ by depletion effect of the reactant gas in the direction of flow in a horizontal hot wall reactor. Microstructure of the as-deposited SiC films was strongly influenced by deposition temperature and position. Microstructural change occurred greater in the mass transport controlled region than surface reaction controlled region. The as-deposited SiC layers in this experiment showed stoichiometric composition and there were no polytype except for $\beta$-SiC. The preferred orientation plane of the polycrystalline SiC layers was (220) plane at a high reactant gas concentration in the mass transfer controlled region. As depletion effect of reactant concentration was increased, SiC films preferentially grow as (111) plane.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.33 no.2
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• pp.137-143
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• 2011

Purpose: Orthognathic surgery is required in patients with severe skeletal disharmony and facial asymmetry, which results in functional and esthetic improvement. Recently, bimaxillary surgery has become generalized. Establishment of the occlusal plane among several other factors included in the surgery plan is a major consideration for the diagnosis and treatment plan and it is also an important factor for postoperative stability. Methods: In this study, we assessed postoperative stability of occlusal plane, B-point, and pogonion point on 20 patients who underwent two-jaw surgery in the Chosun Dental Hospital from 2000 to 2007. Preoperative and postoperative states and at least a one year postoperative follow-up were compared. Results: The postsurgical relapse volume of the occlusal plane to the SN plane and the FH plane was $-0.26{\pm}2.8^{\circ}$ and $-0.44{\pm}3.29^{\circ}$, respectively and after two-jaw surgery, the stability of occlusal plane was maintained. The horizontal relapse degree was $0.85{\pm}0.46$ mm and $0.76{\pm}0.48$ mm, respectively, and the vertical relapse degree was $1.16{\pm}0.36$ mm and $1.13{\pm}0.71$ mm of the B point and the Pogonion point at the time after minimal 1 year. Conclusion: The vertical relapse amount was shown to be slightly larger than the horizontal relapse amount.

• Journal of the Institute of Electronics and Information Engineers
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• v.50 no.6
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• pp.43-55
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• 2013

In this paper, we propose a cylindrical active phased array antenna of Beam Steering Characteristics in the horizontal plane(H-plane) and vertical plane(E-Plane) on the cylinder form array structure. We design the bent dipole antenna of the cylindrical array structure adapted excellent mutual-coupling characteristics, designed and manufactured the cylindrical array antennas and power combiner/divider unit for power dividing and combining on the antenna. The radiating elements array spacing of Cylindrical array antenna were determined to avoid grating lobes at half power beam steering. Beam steering of the antenna was implemented with 6-bit phase shifter in the transceiver and have been designed based on the characteristics the antenna beam steering at -24 degrees to 24 degrees horizontal, vertical 0 degrees to 36 degrees beam steering. A cylindrical active phased array antenna that produced for verification the performance of the antenna are measured radiation characteristics in accordance with beam steering at L-Band.

• Journal of the Korean Institute of Navigation
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• v.12 no.2
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• pp.23-32
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• 1988

This paper offers a method of magnetic compass adjustment for the vessel alongside the wharf using newly designed magnetic north former, which makes the same magnetic field-change as the turning vessel does. The characteristics of the magnetic north former was examined by observing the deviation curves of the magnetic compass installed on the compass deviascop at laboratory. The magnetic north former consists of A and B arms which hold the permanent bar magnets at the both ends of each arm. The arm is to rotae in the horizontal plane about the vertical axis fixed at the center boss of the magnetic compass and it is to compensate the horizontal plane about the vertical axis fixed at the center boss of the magnetic compass and it is to compensate the horizontal component of the earth's field. The B arm makes the artificial magnetic north around the magnetic compass for every ship's heading. The results of investigation are summarized as follows ; 1. The observation and correction of magnetic compass deviation can be done without swinging the ship, of the effect of D coefficient is negligible. 2. The residual deviation curve of the magnetic compass depends on the accuracy of deduced value of ship's multplier($\lambda$). 3. The errors due to the inaccuracy of deduced value of ship's multiplier change in the same way as the B and C coefficient do.

• Tribology and Lubricants
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• v.18 no.3
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• pp.219-227
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• 2002

A linear elastic fracture mechanics analysis of double subsurface cracks propagation in a half-space subjected to moving thermomechanical surface traction was performed using the finite element method. The effect of frictional heat at the sliding surface on the crack growth behavior is analyzed in terms of the thermal load and peclet number. The crack propagation direction is predicted in light of the magnitudes of the maximum shear and tensile stress intensity factor ranges. When moving thermomechanical surface traction exists, subsurface horizontal cracks are propagation in-plane crack growth rate at the beginning but they are propagation out-of-plane crack growth rate by the frictional heat which is occurrence by the repeated sliding contact.