• Journal of the Society of Naval Architects of Korea
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• v.50 no.6
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• pp.407-413
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• 2013

In the conventional towing tank, the ordinary towing carriage has a speed barrier which caused not only by the limitation of the length of towing tank but also the limitation of acceleration. Therefore the length of the towing tank should be decided carefully from the planning stage of the towing tank construction. Consequently the acceleration of the towing carriage should be taken less than 0.06g practically to avoid the slip of the wheel on rail. Due to the increasing demand of the high speed experiments on the development of special novel ship, the requirement of the high speed towing carriage is continuously increased recently. When the minimum measuring time of the towing experiment is prescribed as five seconds, the carriage should be accelerated with higher than 0.12 g to get the speed of 18 m/sec even in the towing tank having a length of 400m in length approximately. This means that the requirement of acceleration is bigger than twice of the ordinary practices of carriage acceleration. In such a condition the exerted total power of motor could not converted to traction force for the acceleration of the carriage without slip. To over come these difficulties a pair of horizontal traction wheels are reinforced to each of the ordinary vertical carrier wheel and appropriate suspension system has been devised for the towing tank of super high speed operation. It is believed that the design of novel suspension system adaptable for the high speed acceleration of towing carriage will play a important role as a reference for the remodeling of the towing tank for high speed experiment.

• Journal of Korean Elementary Science Education
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• v.23 no.4
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• pp.357-363
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• 2004

The purpose of this study was to investigate the effects of Thinking Science program on the cognitive acceleration and cognitive processing skills of the elementary school students. Subjects included 305 5th grade students in three elementary schools. Subjects were divided into the experimental and the control groups. Thinking Science program was implemented to the experimental group over a period of two years. Statistically significant gains on the cognitive acceleration were shown by the experimental group compared with the control group. The intervention effects on the cognitive acceleration were shown for the girls of the elementary schools. It was also found that Thinking Science program exerted significant effect on the development of the cognitive processing skills of the students. The experimental group gained higher scores of attention and simultaneous processing skills compared with the control group. This implied that Thinking Science program was effective not only on the cognitive acceleration but also on the development of the cognitive processing skills as a far-transfer.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.8
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• pp.905-912
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• 2011

In order to protect equipment such as controllers, it is important to improve the driving stability of $6{\times}6$ skidsteering vehicles driven on rough roads. The estimation and improvement of the driving stability should be based on the vertical acceleration, roll acceleration, and pitch acceleration. These variables will be used to achieve multivariable control and increase the vehicle driving stability. In this study, to improve vehicle stability by reducing the vertical acceleration, roll angular acceleration, and pitch angular acceleration, the skyhook control method is employed to control MR(Magnetorheological) dampers equipped with the vehicle. The proposed control system is tested in multibody dynamic simulation.

• Journal of Biosystems Engineering
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• v.40 no.1
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• pp.28-34
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• 2015

Purpose: This study aimed to install an RTK-GPS (Real Time Kinematic-Global Positioning System) and IMU (Inertial Measurement Unit) on a tractor used in a farm to measure positions, pasture topography, posture angles, and vibration accelerations, translate the information into maps using the GIS, analyze the characteristics of grass harvesting work, and establish new technologies and construction standards for pasture infrastructure improvement based on the analyzed data. Method: Tractor's roll, pitch, and yaw angles and vibration accelerations along the three axes during grass harvesting were measured and a GIS map prepared from the data. A VRS/RTK-GPS (MS750, Trimble, USA) tractor position measuring system and an IMU (JCS-7401A, JAE, JAPAN) tractor vibration acceleration measuring systems were mounted on top of a tractor and below the operator's seat to obtain acceleration in the direction of progression, transverse acceleration, and vertical acceleration at 10Hz. In addition, information on regions with bad workability was obtained from an operator performing grass harvesting and compared with information on changes in tractor posture angles and vibration acceleration. Results: Roll and pitch angles based on the y-axis, the direction of forward movements of tractor coordinate systems, changed by at least $9-13^{\circ}$ and $8-11^{\circ}$ respectively, leading to changes in working postures in the central and northern parts of the pasture that were designated as regions with bad workability during grass harvesting. These changes were larger than those in other regions. The synthesized vectors of the vibration accelerations along the y-axis, the x-axis (transverse direction), and the z-axis (vertical direction) were higher in the central and northwestern parts of the pasture at 3.0-4.5 m/s2 compared with other regions. Conclusions: The GIS map developed using information on posture angles and vibration accelerations by position in the pasture is considered sufficiently utilizable as data for selection of construction locations for pasture infrastructure improvement.

• The Journal of Korean Physical Therapy
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• v.22 no.6
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• pp.59-63
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• 2010

Purpose: Driving a car is an essential component of daily life. For safe driving, each driver must perceive sensory information and respond rapidly and accurately. Brake response time (BRT) is a particularly important factor in the total stopping distance of a vehicle, and therefore is an important factor in traffic accident prevention research. The purpose of the current study was (1) to compare accelerometer. BRTs analyzed by three different methods and (2) to investigate possible correlations between accelerometer-BRTs and foot switch-BRTs, which are measured method using a foot switch. Methods: Eighteen healthy subjects participated in this study. BRT was measured with either a tri-axial accelerometer or a footswitch. BRT with a tri-axial accelerometer was analyzed using three methods: maximum acceleration time, geometrical center, and center of maximum and minimum acceleration values. Results: Both foot switch-BRTs and accelerometer-BRTs were delayed. ANOVA for accelerometer BRTs yielded significant main effects for axis and analysis, while the interaction effect between axis and analysis was not significant. Calculating the Pearson correlation between accelerometer-BRT and foot switch-BRT, we found that maximum acceleration time and center of maximum and minimum acceleration values were significantly correlated with foot switch-BRT (p<0.05). The X axis of the geometrical center was significantly correlated with foot switch-BRTs (p<0.05), but Y and Z axes were not (p>0.05). Conclusion: These findings suggest that the maximum acceleration time and the center of maximum and minimum acceleration value are significantly correlated with foot switch-BRTs.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.8
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• pp.774-780
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• 2010

This paper deals with the choice of guidance gain for the time-to-go polynomial (POLY) guidance law when the acceleration limit is existed. POLY is derived based on the assumption that guidance commands are formed by a time-to-go polynomial function. The main characteristic of POLY is that any positive values can be used for its guidance gain. For this reason, it is ambiguous to choose a proper guidance gain. To relieve this difficulty, we firstly derive the closed-form solution of acceleration command and figure out the relationship between the maximum acceleration and guidance gain. From this analysis, we provide a guideline for choosing a guidance gain which satisfies the desired acceleration limit. Finally, the proposed method is demonstrated by simulation study.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.9
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• pp.783-790
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• 2016

One of the main factors related to the deterioration of estimation accuracy in inertial measurement unit (IMU)-based orientation determination is the object's acceleration. This is because accelerometer signals under accelerated motion conditions cannot be longer reference vectors along the vertical axis. In order to deal with this issue, some orientation estimation algorithms adopt acceleration-compensating mechanisms. Such mechanisms include the simple switching techniques, mechanisms with adaptive estimation of acceleration, and acceleration model-based mechanisms. This paper compares these three mechanisms in terms of estimation accuracy. From experimental results under accelerated dynamic conditions, the following can be concluded. (1) A compensating mechanism is essential for an estimation algorithm to maintain accuracy under accelerated conditions. (2) Although the simple switching mechanism is effective to some extent, the other two mechanisms showed much higher accuracies, particularly when test conditions were severe.

• Korean Journal of Optics and Photonics
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• v.19 no.3
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• pp.175-181
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• 2008

We develop a fiber optic acceleration sensor with LED, PD, POF, and a cantilever beam, having film grating at the edge of the beam. Light is transmitted from LED to PD through the film grating. When the cantilever beam moves by external vibration, output light is modulated as sinusoidal signals. The characteristics of output signals are dominated by the spacing of the film grating and also by the size and the elasticity of the beam. Two output signals, having constant initial phase difference, are obtained by two gratings with 90 degree phase difference. Those two signals are used to determine phase angle, which is proportional to the displacement of the beam. Finally, the acceleration is determined from conversion equation between displacement and acceleration. This sensor is designed for monitoring the vibration of large and complex building in the low frequency range of below 7 Hz, and is particularly suitable to measure acceleration in electromagnetic environments.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.262-270
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• 2004

Basic experiments were carried out using the THT-IV low-power Hall thruster to examine the influences of magnetic field shape and strength, and acceleration channel length on thruster performance and to establish guidelines for design of high-performance Hall thrusters. Thrusts were measured with varying magnetic field and channel structure. Exhaust plasma diagnostic measurement was also made to evaluate plume divergent angles and voltage utilization efficiencies. Ion current spatial profiles were measured with a Faraday cup, and ion energy distribution functions were estimated from data with a retarding potential analyzer. The thruster was stably operated with a highest performance under an optimum acceleration channel length of 20 mm and an optimum magnetic field with a maximum strength of about 150 Gauss near the channel exit and with some shape considering ion acceleration directions. Accordingly, an optimum magnetic field and channel structure is considered to exist under an operational condition, related to inner physical phenomena of plasma production, ion acceleration and exhaust plasma feature. A new Hall thruster was designed with basic research data of the THT-IV thruster. With the thruster with many considerations, long stable operations were achieved. In all experiments at 200-400 V with 1.5-3 mg/s, the thrust and the specific impulse ranged from 15 to 70 mN and from 1100 to 2300 see, respectively, in a low electric power range of 300~1300 W. The thrust efficiency reached 55 %. Hence, a large map of the thruster performance was successfully made. The thermal characteristics were also examined with data of both measured and calculated temperatures in the thruster body. Thermally safe conditions were achieved with all input powers.

• Nuclear Engineering and Technology
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• v.52 no.10
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• pp.2162-2172
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• 2020

Due to its computational efficiency and geometrical flexibility, the Method of Characteristics (MOC) has been widely used for light water reactor lattice physics analysis. Usually acceleration methods are necessary for MOC to achieve acceptable convergence on practical reactor physics problems. Among them, Coarse Mesh Finite Difference (CMFD) is very popular and can drastically reduce the number of transport iterations. In OpenMOC, CMFD acceleration was implemented but had the limitation of supporting only a uniform CMFD mesh, which would often lead to splitting MOC source regions, thus creating an unnecessary increase in computation and memory use. In this study, CMFD acceleration with a non-uniform Cartesian mesh is implemented into OpenMOC. We also propose a quadratic fit based CMFD prolongation method in the axial direction to further improve the acceleration when multiple MOC source regions are contained in one CMFD coarse mesh. Numerical results are presented to demonstrate the improvement of the CMFD acceleration capability in OpenMOC in terms of both efficiency and stability.