• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1178-1187
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• 2008

According to the operation data between $2007{\sim}2008$(January$\sim$June) for essential safety equipment including ATC, there were nothing special but stable and steady. And also emergency stop number of count are decreasing. But the frequency are still above the resonable count and it means driving condition should be improved through interface between ground and locomotive same as come to an understanding with driver. The number of count of emergency stop for VACMA(vigilance system) are also decreasing but also the frequency are above resonable count. This phenomenon caused by careless driving for the driver or the system malfunction. So the continuous monitoring for the data is necessary.

• The Journal of Korean Academy of Prosthodontics
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• v.52 no.1
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• pp.34-41
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• 2014

Purpose: In this study, the diameter of each implant driver was measured and compared to find out the compatibility of implant drivers. Materials and methods: Drivers from 12 implant systems being used in Dankook University Dental Hospital were included in this study. The shapes of the implant drivers were segregated, and the effective length and the diameter of upper, middle, lower part of driver tips were measured (n=10). The measured data were mathematically analyzed for its compatibility. Results: A driver with the smallest diameter (1.17 mm) had the highest compatibility at the upper part of driver tip. This driver could be used for a bigger driver up to 1.35 mm in diameter. There were several driver groups which had the same diameter so as to be interchangeable each other. In the middle part, the smallest diameter measured was 1.2 mm and this was able to replace a driver up to 1.40 mm diameter. Since the diameter generally became thicker from upper part (the tip of driver) to the lower part (the shank of driver), some drivers with bigger diameter at the upper part so which was failed to show any compatibility became compatible with a driver which had smaller diameter at the upper part but wider in the middle part. The compatibility of torx shape drivers were affected by the inner diameter of the drivers not only by the outer diameter. Furthermore, the inner diameter of torx drivers decided the compatibility between torx and hex drivers. Conclusion: From the study it was found that compatibility in drivers existed among certain implant systems and to check its compatibility the diameter at a certain effective length should be measured. However, there has been not enough studies about long-term use of compatible drivers, so effects of using compatible drivers on drivers and implants are unknown. Therefore, usage in inevitable cases only is recommended and further study is needed.

• Korean Journal of Applied Biomechanics
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• v.15 no.2
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• pp.103-111
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• 2005

The purpose of this study was to analysis golf swing in accordance with each club using ground reaction force data. The subject of this study was current professional golf players in Korea. Golf clubs used for this study were driver, iron4, iron7, and pitching. The ground reaction force for left and right foot was collected by one Kistler and one Bertec force platforms. Also collected visual data by NC high speed camera to check the phase which was composed of address, top of backswing, impact and finish. Sampling rate was 600Hz both ground reaction forces data and visual data. The conclusion are as follows. 1. An aspect of change for ground reaction force was that the weight between the left foot and right foot were contrary to each other in general as the phase. 2. Without regard to the type of golf club, the ratio of necessary ground reaction forces for each phase in accordance with address, top of backswing, impact, and finish was comparatively identical. 3. According to the type of golf club, the tendency of Fy was not varied. In terms of Driver, at the moment of impact, the weight of foot-both right and left-was moved to the movement direction of golf because of the rotation force from swing.

• International Journal of Precision Engineering and Manufacturing
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• v.6 no.4
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• pp.3-7
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• 2005

Recently, vehicle simulators are widely used to evaluate driver s responses and driver assistance systems. It needs much effort to construct the virtual driving environment for a vehicle simulator. In this study, it is described how to make effectively the roads and the driving environment for a vehicle simulator. GIS (Geographic Information System) is used to construct the roads and the environment effectively. Because the GIS is the integrated system of geographical data, it contains useful data to make virtual driving environment. First, boundaries and centerlines of roads are extracted from the GIS. From boundaries, the road width is calculated. Using centerlines, mesh models of roads are constructed. The final graphic model of roads is constructed by mapping road images to those mesh models considering the number of lanes and the kind of surface. Data of buildings from the GIS are extracted. Each shape and height of building is determined considering the kind of building to construct the final graphic model of buildings. Then, the graphic model of roadside trees is constructed to decide their locations. Finally, the driving environment for driving simulator is constructed by converting the three graphic models with the graphic format of Direct-X and by joining the three graphic models.

• Journal of the Microelectronics and Packaging Society
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• v.17 no.4
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• pp.73-76
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• 2010

A two-facet approach was used to investigate the parametric performance of functional high-speed DDR3 (Double Data Rate) DRAM (Dynamic Random Access Memory) die placed in different types of BGA (Ball Grid Array) packages: wire-bonded BGA (FBGA, Fine Ball Grid Array), flip-chip (FCBGA) and lead-bonded $microBGA^{(R)}$. In the first section, packaged live DDR3 die were tested using automatic test equipment using high-resolution shmoo plots. It was found that the best timing and voltage margin was obtained using the lead-bonded microBGA, followed by the wire-bonded FBGA with the FCBGA exhibiting the worst performance of the three types tested. In particular the flip-chip packaged devices exhibited reduced operating voltage margin. In the second part of this work a test system was designed and constructed to mimic the electrical environment of the data bus in a PC's CPU-Memory subsystem that used a single DIMM (Dual In Line Memory Module) socket in point-to-point and point-to-two-point configurations. The emulation system was used to examine signal integrity for system-level operation at speeds in excess of 6 Gb/pin/sec in order to assess the frequency extensibility of the signal-carrying path of the microBGA considered for future high-speed DRAM packaging. The analyzed signal path was driven from either end of the data bus by a GaAs laser driver capable of operation beyond 10 GHz. Eye diagrams were measured using a high speed sampling oscilloscope with a pulse generator providing a pseudo-random bit sequence stimulus for the laser drivers. The memory controller was emulated using a circuit implemented on a BGA interposer employing the laser driver while the active DRAM was modeled using the same type of laser driver mounted to the DIMM module. A custom silicon loading die was designed and fabricated and placed into the microBGA packages that were attached to an instrumented DIMM module. It was found that 6.6 Gb/sec/pin operation appears feasible in both point to point and point to two point configurations when the input capacitance is limited to 2pF.

• The Journal of the Korea Contents Association
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• v.6 no.3
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• pp.38-45
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• 2006

A dual-level low voltage differential signalling (DLVDS) circuit is proposed aiming at reducing transmission lines for a LCD driver IC. We apply two data to the proposed DLVDS circuit as inputs. Then, the transmitter converts two inputs to two kinds of fully differential signals. In this circuit, two transmission lines are sufficient to transfer two inputs while keeping the LVDS feature. However, the circuit has a common mode bias fluctuation due to difference of the input bias and the reference bias. We compensate the common mode bias fluctuation using a feedback circuit of the current source bias. The receiver recovers the original input data through a level decoding circuit. We fabricated the proposed circuit using $0.25{\mu}m$ CMOS technology. The simulation results of proposed circuit shows 1-Gbps/2-line data rate and 35mW power consumption at 2.5V supply voltage, respectively.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3D
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• pp.303-311
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• 2010

There have been various forms of systems such as a digital speedometer or a black box etc. to meet the social requirement for reducing traffic accidents and safe driving. However that systems are based on after-accident vehicle data, there is limit to prevent the accident before. So in our previous research, by storing, analyzing the Vehicle-dynamic information coming from driver's behavior, we are developing the decision-device which could provide driver with Alerting-Information in real-time to enhance the driver's safety drive. but the performance valuation is not yet executed. Finally, this study developed positional recognition system by using the DGPS for pre-developed risky driving decision device. The result of test analyzed with the same that the aggregated vehicle dynamics data in DGPS and dangerous risky driving decision device. If the performance of risky driving decision device is verified by precisely positional recognition system, the risky driving management of vehicle would be effected.

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

• Electronics and Telecommunications Trends
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• v.37 no.4
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• pp.11-18
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• 2022

Sharing vehicle data among the companies within a car ecosystem can improve driving experience, increase driver comfort, contribute to social goals such as improving road safety and lowering fuel consumption. Furthermore, by participating in the ecosystem, companies can secure long-term and sustainable new revenue-generating opportunities. In this paper, we will examine the bottleneck and success factors of data sharing, as well as the technological solutions that urgently require development for car data sharing.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.6
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• pp.15-23
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• 2011

Driving directly in front of the driver of a vehicle driving in front of the vehicle and it is commonly known is affected. Responding to the car in front of the driver and the vehicle in front, and these follow the model is known as Three-Car-Following Model. Platoon vehicles to follow behind the driver's visibility is affected by the a tinted vehicle, and Parameters of the model is estimated to be affected also. In this study, in Three-Car-Followng Model parameters were estimated. and the parameter values differ about whether and how analysis was performed by the level of Visible Light Transmission Percentage. RTK GPS receiving data through field experiment analyzed based on sensitivity of three car by Visible Light Transmission Percentage and ${\gamma}$. And With statistical verification of driving directly in front of the driver in front of the vehicle and that the moving vehicle is influenced also confirmed. Also Visible Light Transmission Percentage is lowered, the vehicle in front of the driver's behavior showed sensitive reactions. In the further need to research for influence analysis of traffic flow capacity by the level of VLT.