• Proceedings of the ESK Conference
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• 1996.10a
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• pp.219-224
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• 1996

By integrating the wired-glove and the position sensor using the magnetic fields, we developed the system which could measure the functional dimension of the hand and arm of the human. Magnetic position sensor traces the position and orientation of the arm while the wired-glove measures 18 phalangeal joint angles(including abduction between fingers, pitch and yaw of the wiist). The system could be used to monitor and quantify the functional dimension of the hand and arm and also could be used to test the product usability where the hand motion is important. Another important application lies in determining the degree of paralysis.

• Proceedings of the KIEE Conference
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• 2006.07b
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• pp.823-824
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• 2006

This paper proposes a novel structured 3-DOF(Degree-of-Freedom) spherical motor. 3-DOF spherical motor presents some attractive features by combining pitch, roll, yaw motion in a single joint. The proposed motor has pole which is electromagnetic in stator and rotor. poles produce magnetic flux through by exciting current then produce torque. We show a novel structured rotor to avoid mechanical overlapping of each coil in rotor. The validity of the analysis is confirmed by 3D finite element method.

• The Journal of Korean Society for Radiation Therapy
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• v.31 no.1
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• pp.67-74
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• 2019

Purpose: The purpose is to correct for position errors caused by long treatment times. By correcting the target motion that can occur during lung SBRT using IntraFraction CBCT. Methods and materials: We analyzed retrospectively the IFM data of 14 patients with two treatment arc in the treatment plan for lung cancer with stereotactic radiotherapy. An IntraFraction Motion was applied to the Arccheck phantom to acquire the Gamma index data. Results : IntraFraction Motion during the first treatment arc is in the left-right(LR), superiorinferior(SI), anterior-posterior(AP) directions were $0.16{\pm}0.05cm$, 0.72 cm(max error), $0.2{\pm}0.14cm$, 1.26 cm, $0.24{\pm}0.08cm$, 0.82 cm and rotational directions was $0.84{\pm}0.23^{\circ}$, $2.8^{\circ}$(pitch), $0.72{\pm}0.23^{\circ}$, $2.5^{\circ}$(yaw), $0.7{\pm}0.19^{\circ}$, $2^{\circ}$(roll). IntraFraction Motion during the second treatment arc is in the LR, SI, AP directions were $0.1{\pm}0.04cm$, 0.37 cm, $0.14{\pm}0.17cm$, 2 cm, $0.12{\pm}0.04cm$, 0.5 cm and rotational directions was $0.45{\pm}0.12^{\circ}$, $1.3^{\circ}$, $0.37{\pm}0.1^{\circ}$, $1^{\circ}$, $0.35{\pm}0.1^{\circ}$, $1.2^{\circ}$. Gamma index pass rates were $82.64{\pm}10.51%$, 48.4 %. Conclusions : In this study, we examined the validity of IntraFraction Motion correction in lung SBRT and the efficiency of IntraFraction CBCT. Due to the nature of SBRT treatment, IFM may increase due to the increased treatment time. It is believed that the increase in IFM with the increase in treatment time can be improved with the use of FFF Beam and additional position correction using CBCT during treatment.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 1995.10a
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• pp.466-469
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• 1995

This paper presents a design and performance of the 6 D.O.F linear motion table with a magnetic bearing suspension. The linear positioning of the table with a 150mm stroke is driven by a brushless DC Linear motor and the other attitudes of the stage are controlled by the analog PD controller with magnetic bearing actuators. Each magnetic bearing unit which consists of 3 electromagnets, 3 capacitance probes and 3 backup bearings affords controlled forces by detecting the air gap between the probes and guideways. An integral type capacitance probe amplifier is equipped on the upper plate of the table so that the probe line to the probe amplifier can be shorter therefore the problems due to the stray capacitance and noise can be reduced. Form the pitch-yaw errormeasured by the autocollimator, the vertical and horizont straightness errors of the table are derived that they are maintained below 1.mu. m over 100mm stroke. The positioning accuracy of the linear motion is maintained below 2 .mu. m and the repeatability error is below 1 .mu. m

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.1
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• pp.286-296
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• 2017

This paper conducted a simulation to research the motion of a vessel, which had the flooding accident in the Bering Sea in 2014, thereby being flooded and un-steerable. As the wind condition was very harsh, the vessel was modeled as 3D including large upper deck structures and the Fujiwara's method was used for an estimation of the effect of wind forces and moments acting on ship. In the case of wave influence, AQWA-Drift that enables considering the effects of drift force and AQWA-Naut that enables considering the effects of green water were mainly used. Basically, loading and flooding condition were equal to the accident condition but half-drained condition was also used to consider drain ability. Furthermore, both 6 DOF and 5 DOF option that Yaw motion is fixed, were utilized to compare the steerable and un-steerable condition. As a result, the author found out that what roll angle triggers green water, how often it happens, and how the vessel moves on the stormy weather condition.

• Journal of the Korean Society for Railway
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• v.15 no.6
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• pp.543-549
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• 2012

This study describes the tail vibration reduction for the next generation high speed EMU(HEMU-430X). The model of 6 cars was generated and the calculation was performed using VAMPIRE(railway vehicle dynamic software). In view of ride characteristics, HEMU-430X was expected to sway at the tail because of the yaw damper direction. The lateral acceleration of vehicle body exceeded the criteria because of hunting. To reduce this hunting motion, some methods such as wheel profile change, the change of damping coefficient for the 2nd lateral damper, the damping coefficient change of yaw damper were tested, but had little effect. Finally, the yaw damper direction was changed and the tail vibration disappeared. In real running test, the tail vibration appeared at the speed of 150km/h and the yaw damper direction change made the vehicle stable at the speed of 300km/h. The maximum test speed of HEMU-430X is 430km/h. If the tail vibration appears at higher speed, some other methods in this study may be considered to reduce it.

• Journal of Ocean Engineering and Technology
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• v.31 no.3
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• pp.196-201
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• 2017

A cylindrical structure has a very long period of heave and pitch motion response in ocean waves. To obtain the dynamic stability of a cylindrical structure, it is necessary to obtain the suitable metacentric height (GM). However, in a structure with sufficient metacentric height, Mathieu instability can occur if the natural frequency of the heave motion is double the natural frequency of the roll and pitch motion. This study carried out numerical calculations and experiments for vertical-axis wind turbines with cylindrical floaters, which had three different centers of gravity. In the regular wave experiment, the divergence of the structure motion without yaw was observed when the natural frequency of the heave motion was double the natural frequency of the roll and pitch motion. In the irregular wave experiment, the motion spectra of the structures with the different centers of gravity were compared, and one was very high when the natural frequency of the heave motion was double the natural frequency of the roll and pitch motion.

• Journal of the Korea Society of Computer and Information
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• v.15 no.4
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• pp.65-74
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• 2010

At the aim of solving the problems appearing in traditional optical motion capturing systems such as the interference among multiple patches and the complexity of sensor and patch allocations, this paper proposes a new motion capturing system which is composed of a single camera and multiple motion sensors. A motion sensor is consisted of an acceleration sensor and a gyro sensor to detect the motion of a patched body and the orientation (roll, pitch, and yaw) of the motion, respectively. Although Image information provides the positions of the patches in 2D, the orientation information of the patch motions acquired by the motion sensors can generate 3D pose of the patches using simple equations. Since the proposed system uses the minimum number of sensors to detect the relative pose of a patch, it is easy to install on a moving body and can be economically used for various applications. The performance and the advantages of the proposed system have been proved by the experiments.

• Journal of Navigation and Port Research
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• v.42 no.2
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• pp.127-136
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• 2018

The motion response of floating structures is of significant concern in marine engineering. Floating structures can be disturbed by waves, winds, and currents that create undesirable motions of the vessel, therefore causing challenges to its operation. For a floating structure, mooring lines are provided in order to maintain its position; these should also produce a restoring force when the vessel is displaced. Therefore, it is important to investigate the tension of mooring lines and the motion responses of a twin barge when moored to guarantee the safety of the barge during its operation. It is essential to precisely identify the characteristics of the motion responses of a moored barge under different loading conditions. In this study, the motion responses of a moored twin barge were measured in regular waves of seven different wave directions. The experiment was performed with regular waves with different wavelengths and wave directions in order to estimate the twin-barge motions and the tension of the mooring line. In addition, the motion components of roll, pitch, and heave are completely free. In contrast, the surge, sway, and yaw components are fixed. In the succeeding step, a time-domain analysis is carried out in order to obtain the responses of the structure when moored. As a result, the Response Amplitude Operator (RAO) motion value was estimated for different wave directions. The results of the experiment show that the motion components of the twin barge have a significant effect on the tension of the mooring lines.

• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.2
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• pp.198-204
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• 2016

In this study, a wind tunnel test was conducted to measure the aerodynamic characteristics of a streamline-designed high-speed bus with the change of wind direction and speed and the result is compared with the aerodynamic performance of a commercialized high-speed bus model (Model-0) manufactured by Zyle Daewoo Bus Corp. Aerodynamic performance of the existing rear-spoiler was tested to prove its aerodynamic effect on the test model bus. From the study, it was found that 24.6 % of the total drag of the original bus model (Model-0) was reduced on the streamline-designed model bus(model-1) without the rear-spoiler but only 14.3 % of the total drag was reduced with the spoiler on the streamlined model bus. It means that the rear spoiler does not work properly with the streamlined model bus (model-1) and should be noted that an optimum design of a rear-spoiler of a vehicle is important to reduce the induced pressure drag and increase the driving stability of a vehicle against yaw motion. The experimental outcome was also compared to the previous numerical research result to evaluate the reliability of the numerical algorithm of the aerodynamic performance analysis of a vehicle. The error rate (%) of the numerical result to the experimental output is about 5.4 % and it is due to the simplified body configuration of the numerical model bus. The drag increases at the higher yaw angle because the transparent frontal area of the model vehicle increases and the downward force increases with the yaw angle as well. It has a positive effect to the driving stability of the vehicle but the moderated downward force should be kept for the fuel economy of a vehicle.