• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.22 no.2
• /
• pp.22-30
• /
• 1986

It is very important for a navigator on bridge to know the maneuverability of his ship sufficiently at sea. Generally, the data of a turning circle test have long been used to study and evaluate the maneuverability of a ship. But referring only the data of the turning circle test method, he can not evaluate his ship's maneuvering characteristics sufficiently. So nowaday the test method added Z test to turning circle test for more detail references is considered to be desirable. In this paper, the authors performed PAL test and Z test together in order to study the maneuverability of M. S.Pusan 403, training ship of the National Fisheries University of Pusan. According to the results of PAL test, the rudder effect in port rudder angle of the M. S. Pusan 403 was found to be more effective than that in starboard one, because her changing amounts of angular velocity, turning radius and tangent speed in port rudder angles were found to be larger than those of them in starboard rudder one in unsymmetry. The relation between her drift angle(.8) and rudder angle (0) was found to be changing with .8=0.640 in direct proportion. As it appeared that her calculated K'-values were smaller than the standard K'-values of different kinds of ships in accordance with her Z test, her turning ability was found to be lower. The running distance of a turn in her 10$^{\circ}$ Z test was about 8.3 times her own length and was found not to be exceeded the standard maneuvering distance, therefore she was considered to have good maneuverabilities synthetically.

• Proceedings of the Korean Society of Precision Engineering Conference
• /
• 2002.10a
• /
• pp.663-666
• /
• 2002

Originally, the thermoforming method has been developed to produce the plastic parts which have simple geometric characteristics such as door trims and wrapping materials within the short time. But the thermoformed parts have non-uniform thickness distributions over the surface according to the material characteristics, set-up angle and geometry of the parts. But, only few analysis methods have been developed so far, due to the difficulties of the selection of important factors, and contribution of each factor in the simulation. So, to guarantee the dimensional accuracy and mechanical properties of crucial points in the thermoformed parts, it is necessary to develop the thickness prediction method. This research suggests a new approaching methodology to predict the thermoformed parts by modulating the control points of the NURBS curve. The newly developed method makes it possible not only to choose the suitable thickness of polymer sheets but also to induce data modification for vacuum forming.

• Korean Journal of Applied Biomechanics
• /
• v.15 no.3
• /
• pp.95-104
• /
• 2005

To know the proper setup posture for the various clubs, changes of setup variables according to the change of golf club length was investigated. Swing motions of three male low handicappers including a professional were taken using two high-speed videocameras. Four clubs iron 7, iron 5, iron 3 and driver (wood 1) were selected for this experiment. Three dimensional motion analysis techniques were used to get the kinematical variables. Mathcad and Kwon3D motion analysis program were used to analyze the position, distance and angle data in three dimensions. The variables divided into three categories 1) position and width of anterior-posterior direction 2) position and width of lateral direction 3) angles and evaluated based on the theories of many good golf teachers. Major findings of this study were as follows. 1.The stance (distance between ankle joints) was increased as the length of the club increased but the increasing width was not large. It ranges from 5cm to 10cm and professional player showed small changes. 2. Forward lean angle of trunk was decreased (more erected) as the length of the club increased. It ranges from 30 degrees for iron7 to 25 degrees for driver. 3. Angle between horizontal and right shoulder were increased as the length of the club increased. It ranges from 10 degrees to 20 degrees and professional player showed small changes. 4. Anterior-posterior position of the shoulders were located in front of the foot for all clubs and the difference between the shoulder and knee position was decreased as the length of the club increased. 5. Anterior-posterior position of grip (hand) was located almost beneath the shoulders (2.5cm front) for iron7, but it increased to 10cm for the driver. This grip adjustment makes the height of the posture increased only 5cm from iron7 to driver. 6. Lateral position of grip located at 5cm left for the face of iron7, but it located at the right side (behind) for the face of driver. 7. Lateral position of the ball located at the 40%(15cm) of stance from left ankle for iron7 and located at the 10% (5cm) of stance for driver. 8. Head always located at the right side of the stance and the midpoint of the eyes located at the 37% of stance from the right ankle for all clubs. This means that the axis of swing always maintained consistently for all clubs. 9. Left foot opened to the target for all subject and clubs. The maximum open angle was 25 degrees. Overall result shows that the changes of the setup variables vary only small ranges from iron7 to driver. Paradoxically it could be concluded that the failure of swing result from the excessive changes of setup not from the incorrect changes. These findings will be useful for evaluating the setup motion of golf swing and helpful to most golfers.

• International Journal of Aeronautical and Space Sciences
• /
• v.13 no.3
• /
• pp.296-306
• /
• 2012

A series of numerical simulations are carried out to analyze a supersonic inlet buzz, which is an unsteady pressure oscillation phenomenon around a supersonic inlet. A simple but efficient geometry, experimentally adopted by Nagashima, is chosen for the analysis of unsteady flow physics. Among the two sets of simulations considered in this study, the effects of various throttling conditions are firstly examined. It is seen that the major physical characteristic of the inlet buzz can be obtained by inviscid computations only and the computed flow patterns inside and around the inlet are qualitatively consistent with the experimental observations. The dominant frequency of the inlet buzz increases as throttle area decreases, and the computed frequency is approximately 60Hz or 15% lower than the experimental data, but interestingly, this gap is constant for all the test cases and shock structures are similar. Secondly, inviscid calculations are performed to examine the effect regarding angle of attack. It is found that patterns of pressure oscillation histories and distortion due to asymmetric (or three-dimensional) shock structures are substantially affected by angle of attack. The dominant frequency of the inlet buzz, however, does not change noticeably even in regards to a wide range of angle of attacks.

• Journal of Mechanical Science and Technology
• /
• v.17 no.9
• /
• pp.1388-1396
• /
• 2003

The hydrodynamic instability of the three-dimensional boundary layer on a rotating disk introduces a periodic modulation of the mean flow in the form of stationary cross flow vortices. The instability labeled Type II by Faller occurs first at lower Reynolds number than that of well known Type I instability. Detailed numerical values of the amplification rates, neutral curves and other characteristics of the two instabilities have been calculated over a wide range of parameters. Presented are the neutral stability results concerning the two instability modes by solving the appropriate linear stability equations reformulated not only by considering whole convective terms but also by correcting some errors in the previous stability equations. The present stability results agree with the previously known ones within reasonable limit. Consequently, the flow is found to be always stable for a disturbance whose dimensionless wave number is greater than 0.75. Some spatial amplification contours have been computed for the stationary disturbance wave, whose azimuth angle $\varepsilon$= 11.29$^{\circ}$ to 15$^{\circ}$ and for the moving disturbance wave, whose azimuth angle $\varepsilon$ = 12.5$^{\circ}$ to 15$^{\circ}$. Also, some temporal amplification contours have been computed for the stationary disturbance wave, whose azimuth angle $\varepsilon$= 11.29$^{\circ}$ to 15$^{\circ}$ and for the moving disturbance wave, whose azimuth angle $\varepsilon$= 12$^{\circ}$ to 15$^{\circ}$. The flow instability was observed by using a white titanium tetrachloride gas over rotating disk system. When the numerical results are compared to the present experimental data, the numerical results agree quantitatively, indicating the existence of the selective frequency mechanism.

• Journal of Korea Water Resources Association
• /
• v.32 no.3
• /
• pp.255-263
• /
• 1999

The laboratory datas are for local scour depth measurement at vertical-wall abutment. These include the data to demonstrate the effects of local scour depth of abutment nose shape, alignment angle, flow depth and flume slope. The pattern of local scour were measured and analyzed the abutments which are rectangular, sharp, chamfered rectangular and ablong nose shapes. The experiments were carried out with varing the flume slope and alignment algle increasing flow depth every step in 1cm for four abutment types on the live-bed scour conditions. The flume slope and alignment angle were varied in five cases : for latter 30 $^{\circ}$, 60 $^{\circ}$, 90 $^{\circ}$, 120 $^{\circ}$ and 150 $^{\circ}$, for former 0.01%, 0.03%, 0.05%, 0.1% and 0.2%. The maximum scour depths were analyzed for the shaped of abutment nose with rectangular, ablong, chamfered rectangular and sharp in order. The results of the experiments show that the scour depth varies not only with abutment nose shapes and alignment angle but also with the flow depth and flume slope.

• Journal of the Korea Society of Computer and Information
• /
• v.26 no.11
• /
• pp.85-92
• /
• 2021

In this paper, a method for effectively detecting rotated face and rotation angle regardless of the rotation angle is proposed. Rotated face detection is a challenging task, due to the large variation in facial appearance. In the proposed polar coordinate transformation, the spatial information of the facial components is maintained regardless of the rotation angle, so there is no variation in facial appearance due to rotation. Accordingly, features such as HOG, which are used for frontal face detection without rotation but have rotation-sensitive characteristics, can be effectively used in detecting rotated face. Only the training data in the frontal face is needed. The HOG feature obtained from the polar coordinate transformed images is learned using SVM and rotated faces are detected. Experiments on 3600 rotated face images show a rotation angle detection rate of 97.94%. Furthermore, the positions and rotation angles of the rotated faces are accurately detected from images with a background including multiple rotated faces.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.22 no.2
• /
• pp.514-521
• /
• 2021

When calculating an intersection collision speed using a formula, it is very difficult to grasp the degree of deceleration of a vehicle after the collision unless there is road surface trace in the entire section where each vehicle moved from the point of collision to their final positions after the collision. A vehicle's motion trajectory shows an irregular curve after a collision due to the effects of inertia based on the driving characteristics of the vehicle, the eccentric force according to the collision site, and the collision speed. Therefore, it is very important to set the appropriate departure angle after a collision for accurate collision speed analysis. In this study, based on experimental collision data using a computer simulation (PC-Crash), the correlation between an appropriate vehicle departure angle and the post-collision speed was analyzed, and then, a regression analysis model was derived. Through this, we propose a method to calculate collision speed by applying only the vehicle departure angle in some types of collisions for traffic accidents at intersections.

• Journal of the Korea Computer Graphics Society
• /
• v.23 no.2
• /
• pp.23-27
• /
• 2017

We propose an inter-leg collision avoidance method that compensates the disadvantage of the data-driven biped control method. The data-driven biped control technique proposed by Lee et. al [1] sometimes generates the movement that the two legs intersect with each other while walking, which can not be realized in walking of a real person or a biped robot. The proposed method changes the angle of the swing hip so that the swing foot can move inward only after passing the stance foot. This process introduces an additional angle adjustment algorithm to avoid collisions with the stance leg to the original feedback rule of the stance hip. It generates a stable walking simulation without any inter-leg collisions, by adding minimal changes and additional calculations to the existing controller behavior.

• Journal of Navigation and Port Research
• /
• v.26 no.2
• /
• pp.221-226
• /
• 2002

To provide reliable data for drift prediction models, field experiments were carried out in the coastal region off Busan port. Four different size of vessels(10, 30, 50, 90G/T ton) were deployed for the experiment. Among them G/T 50ton class vessel was equipped with instruments measuring the currents, winds, headings and trajectory data. In the rest of vessels only the position data were recorded for the purpose of target divergence study. The trajectories of each vessel were measured by DGPS(Differential Global Positioning System) and collected by APRS(Automatic Position Reporting System). The experiment was done in wind of 2~10m/s and current of 0.5~1.5m/s. The leeway was derived by subtracting surface current velocity from target drifting velocity. The leeway rate of G/T 50ton vessel was found to be about 3.6% and the computed leeway speed equation was $U_L$=0.042 W - 0.034. The processed leeway angle data were deflected by $-30^{\circ}$~$40^{\circ}$ from the direction of ship drift.