• 한국정밀공학회:학술대회논문집
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• 한국정밀공학회 2005년도 춘계학술대회 논문집
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• pp.769-772
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• 2005

Five DOF motion errors of a hydrostatic bearing table driven by the coreless type linear motor were compensated utilizing the active controlled capillaries in this study. Horizontal linear motion and yaw error were simultaneously compensated using two active controlled capillaries and vertical linear motion, pitch and yaw error were also simultaneously compensated using three active controlled capillaries. By the compensation, horizontal linear motion accuracy and yaw were improved from 0.16 ${\mu}m$ and 1.96 arcsec to 0.02 ${\mu}m$ and 0.03 arcsec. Vertical linear motion accuracy, pitch and roll were also largely improved from 0.18 ${\mu}m$, 2.26 arcsec and 0.14 arcsec upto 0.03 ${\mu}m$, 0.07 arcsec and 0.02 arcsec. The compensated motion errors were within the range of measuring repeatability which was ${\pm}0.02\;{\mu}m$ in the linear motion and ${\pm}0.05$ arcsec in the angular motion. From these results, it is found that the motion error compensation method utilizing the active controlled capillaries are very effective to improve the five motion accuracies of the hydrostatic bearing tables.

• 대한조선학회논문집
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• 제57권5호
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• pp.287-296
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• 2020

The present study aims to improve the accuracy of the maneuvering simulations based on captive model test results. To derive the hydrodynamic coefficients in a self-propelled condition, a mathematical maneuvering model using a whole vehicle model was established. Captive model tests were carried out using the Vertical Planar Motion Mechanism (VPMM) equipment. A motor controller was used to control the constant propeller revolution rate during pure motion tests. The resistance tests, self-propulsion tests, static drift tests, and VPMM tests were performed in the towing tank of Seoul National University. When the vertical drift angle changes, the gravity load on the sensors were changed. The hydrodynamic forces were deduced by subtracting the gravity load from the measured forces. The hydrodynamic coefficients were calculated using the least-square method. The simulation of the turning circle test was compared with the free-running model test result, and the error of the turning radius was 8.3 % compared to the free-running model test.

• 한국전문물리치료학회지
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• 제12권1호
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• pp.28-35
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• 2005

The purpose of this study was to determine whether gender differences existed in knee valgus kinematics in college students when performing a vertical drop landing. The hypothesis of this study was that females would demonstrate greater knee valgus motion. These differences in knee valgus motion may be indicative of decreased dynamic knee joint control in females. This study compared the initial knee valgus angle and maximum knee valgus angle at the instant of impact on vertical drop landings between healthy men and women. In this study, 60 participants (30 males, 30 females) dropped from a height of 43 cm. A digital camera and two-dimensional video motion analysis software were used to analyze the kinematic data. There was significant difference in the mean knee valgus angle at initial contact landing between the two groups (Mean=$7.88^{\circ}$, SD=$4.24^{\circ}$ in males, Mean=$12.93^{\circ}$, SD=$2.89^{\circ}$ in females). The range of knee valgus angle on landing (Mean=$3.25^{\circ}$, SD=$5.72^{\circ}$ in males, Mean=$11.44^{\circ}$, SD=$6.39^{\circ}$ in females) was differed significantly (p<.05). The maximal angle of knee valgus on landing (Mean=$10.91^{\circ}$, SD=$6.89^{\circ}$ in males, Mean=$24.25^{\circ}$, SD=$6.38^{\circ}$ in females) was also differed significantly (p<.05). The females landed with a larger range of knee valgus motion than the males and this might have increased the likelihood of a knee injury. The absence of dynamic knee joint stability may be responsible for increased rates of knee injury in females. No method for accurate and practical screening and identification of athletes at increased risk of ACL injury is currently available to target those individuals that would benefit from neuromuscular training before sports participation.

• International Journal of Naval Architecture and Ocean Engineering
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• 제5권1호
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• pp.161-177
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• 2013

High-speed vessels require good resistance and seakeeping performance for safe operations in rough seas. The resistance and seakeeping performance of high-speed vessels varies significantly depending on their hull forms. In this study, three planing hulls that have almost the same displacement and principal dimension are designed and the hydrodynamic characteristics of those hulls are estimated by high-speed model tests. All model ships are deep-V type planing hulls. The bows of no.2 and no.3 model ships are designed to be advantageous for wave-piercing in rough water. No.2 and no.3 model ships have concave and straight forebody cross-sections, respectively. And length-to-beam ratios of no.2 and no.3 models are larger than that of no.1 model. In calm water tests, running attitude and resistance of model ships are measured at various speeds. And motion tests in regular waves are performed to measure the heave and pitch motion responses of the model ships. The required power of no.1 (VPS) model is smallest, but its vertical motion amplitudes in waves are the largest. No.2 (VWC) model shows the smallest motion amplitudes in waves, but needs the greatest power at high speed. The resistance and seakeeping performance of no.3 (VWS) model ship are the middle of three model ships, respectively. And in regular waves, no.1 model ship experiences 'fly over' phenomena around its resonant frequency. Vertical accelerations at specific locations such as F.P., center of gravity of model ships are measured at their resonant frequency. It is necessary to measure accelerations by accelerometers or other devices in model tests for the accurate prediction of vertical accelerations in real ships.

• 대한조선학회논문집
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• 제54권6호
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• pp.485-491
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• 2017

An experimental study on the reduction of vertical motion of floating body using floating-submerged body interaction was performed in a two-dimensional wave channel. The system consisting of a floating and submerged body that only move vertically was modeled. This experiment was designed based on the results of theoretical analysis of two-body interaction. The results showed a tendency to significant reduction of heave RAO of floating body due to submerged body. Various connection line stiffness and dimension of the submerged body were applied to investigate the effect of two-body interaction on the vertical motion of the bodies, Heave RAOs of the floating-submerged body were compared with those of single body. From the comparison study, we obtained an optimum condition of connection line and dimension of submerged body for maximum heave reduction at the resonant period of single body.

• 방송공학회논문지
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• 제19권6호
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• pp.798-809
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• 2014

본 논문에서는 블랙박스 혹은 운전석에 장착된 카메라로부터 얻어진 차량 영상에 대한 영역별 수직 투영 히스토그램 매칭 및 선형 회귀분석 모델을 활용한 강건한 차량 운행 동영상의 안정화 기법을 제안한다. 동영상 안정화 기법은 영상의 흔들림 보정 뿐 아니라 동영상 내 강건한 특징점 추적 및 매칭을 위한 이전의 전처리 과정으로 활용된다. 일반적으로 촬영 과정에서 많은 떨림이 포함될 수 있는 야외 CCTV 영상이나 손으로 들고 촬영된 동영상에 대한 흔들림 보정 등에 적용되고 있으나 영상 내 특징점이 지속적으로 변하고 영상의 변화 정도가 매우 심한 차량 운행 동영상에서는 적용된 사례가 드물다. 본 연구에서는 일반적인 비디오 안정화 기술이 적용되기 어려운 차량 운행 동영상에 대하여 흔들림 보정을 위한 동영상 안정화 기법을 제안한다. 제안된 기법은 입력 영상에 대한 영역별 수직 투영 히스토그램 매칭을 수행하고 선형 회귀모델을 통해 영상에 나타나는 수직 및 회전 이동 변환을 선형 근사하여 시간 영역상에서의 입력 영상에 대한 안정화를 수행한다. 제안 방법의 검증을 위해 블랙박스로 촬영된 동영상에 동영상 안정화 기술을 적용하였으며, 운행 중 불규칙한 노면으로 인한 영상의 흔들림이 효과적으로 제거되는 것을 확인할 수 있었다.

• 한국안전학회지
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• 제27권1호
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• pp.86-95
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• 2012

The BWIM(Bridge Weigh-In-Motion) is a technology to identify vehicle properties, such as weight, speed, axle spacing and running lane, passing over a bridge by using dynamic response of bridge member. Such information will be used for assessing durability and establishing a maintenance strategy of roadway structures. In this paper, as a first step for developing BWIM system, analytical and experimental studies were conducted in order to verify whether the response of vertical stiffener in steel girder bridge can be used to identify vehicle properties running on the bridge. It was known from this study that such vehicle information could be estimated reasonably by using strain time history curve of a vertical stiffener due to running vehicles. It is because the effect of each axle-load of vehicle appears definitely in the curve. However, as the magnitude of strain of vertical stiffener is effected by running pattern of vehicles, further study is necessary to reduce error when estimating vehicle weight.

• 한국운동역학회지
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• 제16권3호
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• pp.173-181
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• 2006

The purpose of this study is grasp the problem of the gymnast, Kim, Dong-Hwa's Kip to Swallow Motion in Rings, and make up for the weak points to help him to perform a better performance. Therefore, two tryouts for $28^{th}$ Athens Olympic Games were filmed using video camera then finalized with Kinematical Analysis using 3D motion analysis program followings are the form of conclusions. 1. In the very first tryout, when he was doing a Swallow Support Scale, his CM position was high and arm slope was deduction because when he was doing Kip, the ascent velocity was low and he tried excessively to pull him on rings due to relying upon angular movement of shoulder joint. 2. When he was doing drop, he let his hip angle bend only little bit and let fall so making shoulder angle wider and maintain the level horizontally occurs strong drop motion when vertical descent is happening. 3. As a result, lowering the direction of a kick makes CM's movement path lower, increase vertical ascent velocity, and it helps to do the Swallow Support motion in short period of time. 4. After a strong drop motion, which is deep and fast, would make rope of ring shake so there is a defect that the body moves to forward area. However, it does not effect in Swallow Support Scale motion. 5. In the second tryout, trunk rotation angle and arm slope was fixed decrease while doing rotary motion. When rotary motion was happening, before the body was going under the rings, maintained his arm slope horizontally so his Swallow Support Scale motion was nearly perfect.

• 한국해양공학회지
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• 제32권6호
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• pp.433-439
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• 2018

An investigation was conducted to determine whether the changes in the maneuvering forces and moments acting on a hull could be affected by changing the vertical center of gravity (VCG) of a tanker. The changes in the hydrodynamic forces and moment acting on a hull according to the restraint conditions of motion were examined using CFD for cases where the VCG was located at the design draught (100% of draught), under the design draught (75% of draught), and at half of the design draught (50% of draught). The following motion restraint conditions were selected: (1) fixed restraints for everything; (2) heave, pitch, and roll free restraint; and (3) heave and pitch free restraints. It was found that restraint condition (2) had the best agreement with the model experiment results. In addition, it was found that the hydrodynamic forces and moment acting on the hull with restraint condition (2) could be greatly affected in the model tests and CFD calculations by the various configurations for the vertical center of gravity of the hull. Finally, it was concluded that the location of the vertical center of gravity of the hull could be an important factor when more accurate hydrodynamic maneuvering forces and moment are estimated.

• Journal of Chest Surgery
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• 제27권12호
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• pp.1008-1014
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• 1994

Increased interest in alternative approach to thoractomy has developed because of the considerable morbidity associated with the standard posterolateral thoracotomy[ST]. Muscle sparing thoracotomy is appeared as excellent alternative because of less postoperative pain and morbidity than standard posterolateral one. Vertical axillary muscle sparing thoracotomy[VM] is the newly revised modified muscle sparing thoracotomy that overcomes the disadvantages of previous lateral muscle sparing thoracotomy such as seroma, cosmetic problems, and need of subcutaneous drains. We conducted a prospective study of 45 consecutive patients to compare postoperative pain, muscle strength of serratus anterior and latissimus dorsi, and range of motion of the shoulder girdle between ST and VM group. There were no difference in preoperative status, surgical procedure, morbidity, mortality and hospital stay between two groups. But there were significant less postoperative narcotics requirements, more preserved latissimus dorsi and serratus anterior muscle strength, nd larger range of motion of shoulder girdle [ especially flexion and internal rotation in VM group. The opening time was prolonged[p<0.01] but closing time was less in VM group [p<0.01]. The sum of opening and closing time was not different in two group. The length of incision line was shorter in VM group. The vertical skin incision was concealed by the upper arm.In conclusion vertical axillary muscle sparing thoracotomy is good alternative for various intrathoracic procedures with less postoperative pain, well preserved muscle strength,increased range of motion of the shoulder girdle and impressive cosmetic outcome.