• Journal of Positioning, Navigation, and Timing
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• 제12권1호
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• pp.59-65
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• 2023

A GNSS receiver must perform signal acquisition to estimate the code phase and Doppler frequency of the incoming satellite signals, which are essential information for baseband signal processing. Modernized GNSS signals have different modulation schemes and long PRN code lengths from legacy signals, which makes it difficult to acquire the signals and increases the computational complexity and time. This paper proposes a novel FFT/Inverse-FFT with baseband resampling to resolve the aforementioned challenges. The suggested algorithm uses a single block only for the FFT and thereby requires less hardware resources than conventional structures such as Double Block Zero Padding (DBZP). Experimental results based on a MATLAB simulation show this algorithm can successfully acquire GPS L1C/A, GPS L2C, Galileo E1OS, and GPS L5.

• Journal of Positioning, Navigation, and Timing
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• 제12권1호
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• pp.67-73
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• 2023

As interest in underwater structures and ocean exploration increases, many researchers are proposing methods for modeling and controlling various remotely operated vehicles (ROVs). Recently, hybrid systems composed of an autonomous underwater vehicle and an ROV capable of remote control and autonomous navigation are being developed. In this study we introduce a method that models Ariari-aROV, an ROV consisting of five thrusters, and performs navigation. The proposed ROV can be controlled manually and by autonomous navigation when given a target point. An extended Kalman filter is utilized for sensor measurement correction for more precise navigation. The proposed method is verified through a simulation.

• Smart Structures and Systems
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• 제31권5호
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• pp.455-467
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• 2023

Impact damper is a passive damping system that controls undesirable vibration with mass block impacting with stops fixed to the excited structure, introducing momentum exchange and energy dissipation. However, harmful momentum exchange may occur in the random excitation increasing structural response. Based on the mechanism of impact damping system, a semi-active impact damper (SAID) with controllable impact timing as well as a semi-active control strategy is proposed to enhance the seismic performance of engineering structures in this paper. Comparative experimental studies were conducted to investigate the damping performances of the passive impact damper and SAID. The extreme working conditions for SAID were also discussed and approaches to enhance the damping effect under high-intensity excitations were proposed. A numerical simulation model of SAID attached to a frame structure was established to further explore the damping mechanism. The experimental and numerical results show that the SAID has better control effect than the traditional passive impact damper and can effectively broaden the damping frequency band. The parametric studies illustrate the mass ratio and impact damping ratio of SAID can significantly influence the vibration control effect by affecting the impact force.

• Journal of Positioning, Navigation, and Timing
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• 제6권4호
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• pp.159-166
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• 2017

The position of autonomous driving vehicle is basically acquired through the global positioning system (GPS). However, GPS signals cannot be received in tunnels. Due to this limitation, localization of autonomous driving vehicles can be made through sensors mounted on them. In particular, a 3D Light Detection and Ranging (LIDAR) system is used for longitudinal position error correction. Few feature points and structures that can be used for localization of vehicles are available in tunnels. Since lanes in the road are normally marked by solid line, it cannot be used to recognize a longitudinal position. In addition, only a small number of structures that are separated from the tunnel walls such as sign boards or jet fans are available. Thus, it is necessary to extract usable information from tunnels to recognize a longitudinal position. In this paper, fire hydrants and evacuation guide lights attached at both sides of tunnel walls were used to recognize a longitudinal position. These structures have highly distinctive reflectivity from the surrounding walls, which can be distinguished using LIDAR reflectivity data. Furthermore, reflectivity information of tunnel walls was fused with the road surface reflectivity map to generate a synthetic reflectivity map. When the synthetic reflectivity map was used, localization of vehicles was able through correlation matching with the local maps generated from the current LIDAR data. The experiments were conducted at an expressway including Maseong Tunnel (approximately 1.5 km long). The experiment results showed that the root mean square (RMS) position errors in lateral and longitudinal directions were 0.19 m and 0.35 m, respectively, exhibiting precise localization accuracy.

• Archives of Plastic Surgery
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• 제32권5호
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• pp.567-572
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• 2005

An electrical burn used to result in the damage of the skin and underlying deep soft tissue injury. Thus, in order to preserve devitalizing tissues and promote the structural survival free flaps with ample blood supply are frequently employed. However, early unpredictable vascular injury and progressive tissue necrosis may cause the free flaps full of hazards. We applied 50 free flaps upon 41 acute electrical burn cases between 1998 and 2004. Injured areas, timing of operation and causes of flap loss were studied. The victim's ages ranged from 13 to 60 years. (an average 37.8 years) Thirteen out of 50 free flaps were lost totally: three cases were due to arterial insufficiency and ten venous congestion. Total loss of flaps were observed in 5 of 12 cases in the postoperative 3 weeks, 6 of 20 cases between 3 and 6 weeks and 2 of 18 cases after 6 weeks. In three of 12 cases the free flap was lost partially in the postoperative 3 weeks, 4 of 20 cases between 3 and 6 weeks and 1 of 18 cases after 6 weeks. The result was statistically significant by a T-test (p<0.05). This study showed that timing of the operation is accountable for the loss of free flap. It is most important to conduct the free flap procedure on an electrical injury at the time when the recipient vessel is definitely discernible and intact so as to minimize the loss of flap and spare the structures.

• 한국건축시공학회지
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• 제18권4호
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• pp.313-319
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• 2018

전 세계적으로 폭발성 물질 사용 증가와 폭탄테러 등으로 인명 및 재산 피해가 증가하고 있는 추세이다. 이에 중요 건축물이나 군사시설에 방호 방폭 성능을 향상시킬 목적으로 섬유보강 고성능 시멘트 복합체(HPFRCC)에 대한 연구가 진행되고 있다. 그러나, HPFRCC의 자기수축 문제를 해결하기 위해 ERCO를 혼입하게 되면 높은 점성 및 지방분의 시멘트 알칼리와의 조기반응으로 유동성, 공기량 및 강도 등 품질저하의 문제점이 발생한다. 이에 본 연구에서는 기존에 도출된 HPFRCC의 최적 배합에 ERCO 혼입시기 및 혼입율 변화에 따른 HPFRCC의 자기수축저감 및 기초적 특성에 대해 분석하였다. 그 결과 모르타르 믹싱완료 후 ERCO를 0.5% 혼입하는 후혼입 방법이 유동성, 강도 및 자기수축저감 등의 HPFRCC의 품질 향상에 가장 효과적인 것으로 밝혀졌다.

• Journal of Positioning, Navigation, and Timing
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• 제5권1호
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• pp.1-9
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• 2016

Range-based wireless localization system must measure accurate range between a mobile node (MN) and reference nodes. However, non-line-of-sight (NLOS) error caused by the spatial structures disturbs the localization system obtaining the accurate range measurements. Localization methods using the range measurements including NLOS error yield large localization error. But filter-based localization methods can provide comparatively accurate location solution. Motivated by the accuracy of the filter-based localization method, a filter residual-based NLOS error estimation method is presented in this paper. Range measurement-based residual contains NLOS error. By considering this factor with NLOS error properties, NLOS error is mitigated. Also a process noise covariance matrix tuning method is presented to reduce the time-delay estimation error caused by the single dynamic model-based filter when the speed or moving direction of a MN changes, that is the used dynamic model is not fit the current dynamic of a MN. The presented methods are evaluated by simulation allowing direct comparison between different localization methods. The simulation results show that the presented filter is more accurate than the iterative least squares- and extended Kalman filter-based localization methods.

• Journal of Positioning, Navigation, and Timing
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• 제9권4호
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• pp.305-317
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• 2020

The navigation message is composed of the information contained in the message and the structure for transmitting this information. In order to design a navigation message, considerations in terms of message content and message structure must be elicited. For designing a Korea Positioning System (KPS) navigation message, this paper explains performance indicators in terms of message structure and message content. Most of the performance analysis of GNSS navigation messages already in operation was performed only for Time-to-first-fix-Data (TTFFD). However, in the navigation message, the message content is composed of Clock-Ephemeris Data (CED) and additional information. So, this paper proposes a new performance indicator R_(Non-CED) that can be analyzed from the viewpoint of receiving additional information along with an explanation of TTFFD focusing on the CED reception time. This paper analyze the performance in terms of message structure using these two performance indicators. The message structures used for analysis are the packetized message protocol like GPS CNAV and the packetized and fixed pattern message protocol like GPS CNAV-2. From the results, it is possible to proffer how KPS navigation messages can have better performance than GPS navigation messages. And, these two performance indicators, TTFFD and R_Non-CED, can help to design the minimum TTFF required performance of KPS navigation messages.

• Journal of Positioning, Navigation, and Timing
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• 제10권4호
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• pp.307-313
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• 2021

Modernized GNSS signal structures tend to use tiered codes, and all GNSSs use binary codes as secondary codes. However, recently, signals using polyphase codes such as Zadoff-Chu sequence have been proposed, and are expected to be utilized in GNSS. For example, there is Tiered Differential Polyphase Code (TDPC) using polyphase code as secondary code. In TDPC, the phase of secondary code changes every one period of the primary code and a time-variant error is added to the carrier tracking error, so carrier tracking ambiguity exists until the secondary code phase is found. Since the carrier tracking ambiguity cannot be solved using the general GNSS receiver architecture, a new receiver architecture is required. Therefore, in this paper, we describe the carrier tracking ambiguity and its cause in signal tracking, and propose a receiver structure that can solve it. In order to prove the proposed receiver structure, we provide three signal tracking results. The first is the differential decoding result (secondary code sync) using the general GNSS receiver structure and the proposed receiver structure. The second is the IQ diagram before and after multiplying the secondary code demodulation when carrier tracking ambiguity is solved using the proposed receiver structure. The third is the carrier tracking result of the legacy GPS (L1 C/A) signal and the signal using TDPC.

• Smart Structures and Systems
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• 제5권2호
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• pp.119-137
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• 2009

Smart sensors densely distributed over structures can use their computational and wireless communication capabilities to provide rich information for structural health monitoring (SHM). Though smart sensor technology has seen substantial advances during recent years, implementation of smart sensors on full-scale structures has been limited. Hardware resources available on smart sensors restrict data acquisition capabilities; intrinsic to these wireless systems are packet loss, data synchronization errors, and relatively slow communication speeds. This paper addresses these issues under the hardware limitation by developing corresponding middleware services. The reliable communication service requires only a few acknowledgement packets to compensate for packet loss. The synchronized sensing service employs a resampling approach leaving the need for strict control of sensing timing. The data aggregation service makes use of application specific knowledge and distributed computing to suppress data transfer requirements. These middleware services are implemented on the Imote2 smart sensor platform, and their efficacy demonstrated experimentally.