• ETRI Journal
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• v.34 no.3
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• pp.466-469
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• 2012

In this letter, we propose a dual autostereoscopic display platform employing a natural interaction method, which will be useful for sharing visual data with users. To provide 3D visualization of a model to users who collaborate with each other, a beamsplitter is used with a pair of autostereoscopic displays, providing a visual illusion of a floating 3D image. To interact with the virtual object, we track the user's hands with a depth camera. The gesture recognition technique we use operates without any initialization process, such as specific poses or gestures, and supports several commands to control virtual objects by gesture recognition. Experiment results show that our system performs well in visualizing 3D models in real-time and handling them under unconstrained conditions, such as complicated backgrounds or a user wearing short sleeves.

• Journal of Auto-vehicle Safety Association
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• v.5 no.1
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• pp.50-55
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• 2013

When it comes to commercial vehicles, their unique characteristics - center of gravity, size, weight distribution - make them particularly vulnerable to rollover. On top of that, conventional heavy vehicle brake exhibits longer actuation delays caused in part by long air lines from brake pedal to tires. This paper describes rollover prevention algorithm that copes with the characteristics of commercial vehicles. In regard of compensating for high actuating delay, predicted rollover index with short preview time has been designed. Moreover, predicted rollover index with longer preview time has been calculated by using road curvature information based on environment information. When rollover index becomes larger than specific threshold value, desired braking force is calculated in order to decrease the index. At the same time, braking force is distributed to each tire to make yaw rate track desired value.

• Current Optics and Photonics
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• v.6 no.1
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• pp.104-113
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• 2022

We present a method to count the overall length of the zoom system in an initial design stage. In a zoom-lens design using the concept of the group, it has been very hard to precisely estimate the overall length at all zoom positions through the previous paraxial studies. To solve this difficulty, we introduce T_eq as a measure of the total track length in an equivalent zoom system, which can be found from the first order parameters obtained by solving the zoom equations. Among many solutions, the parameters that provide the smallest T_eq are selected to construct a compact initial zoom system. Also, to obtain an 8× four-group zoom system without moving groups, tunable polymer lenses (TPLs) have been introduced as a variator and a compensator. The final designed zoom lens has a short overall length of 29.99 mm, even over a wide focal-length range of 4-31 mm, and an f-number of F/3.5 at wide to F/4.5 at tele position, respectively.

• Journal of the Korean Society for Railway
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• v.15 no.4
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• pp.334-342
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• 2012

It is connected with various gauges existing in Euro-Asian continents. Such differences impedes the operation seriously as on the contact of railway tracks of different gauge the cargo must be either transshipped or the running assemblies of rail vehicles must be exchanged. Those operations are costly, time-consuming and require extended infrastructure together with very expensive storage and transshipment facilities at border-crossing point. Moreover, those operations extend transportation time considerably. Therefore, effectiveness of railway transportation systems significantly depends on track gauge change 1435/1520mm, which connects with complicated handling-shifting operations. The paper concerns assessment of effectiveness in strategical rail systems with gauge changing. The paper presents short description of transport system with gauge changing and initial assessment of shifting technologies. Method of system assessment comparison based on Life Cycle Cost model is described here as well.

• Atmosphere
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• v.25 no.1
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• pp.1-18
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• 2015

The most objective way to overcome the limitation of numerical weather prediction model is to represent the uncertainty of prediction by introducing probabilistic forecast. The uncertainty of the numerical weather prediction system developed due to the parameterization of unresolved scale motions and the energy losses from the sub-scale physical processes. In this study, we focused on the growth of model errors. We performed ensemble forecast to represent model uncertainty. By employing the multi-physics scheme (PHYS) and the stochastic kinetic energy backscatter scheme (SKEBS) in simulating typhoon Rusa (2002), we assessed the performance level of the two schemes. The both schemes produced better results than the control run did in the ensemble mean forecast of the track. The results using PHYS improved by 28% and those based on SKEBS did by 7%. Both of the ensemble mean errors of the both schemes increased rapidly at the forecast time 84 hrs. The both ensemble spreads increased gradually during integration. The results based on SKEBS represented model errors very well during the forecast time of 96 hrs. After the period, it produced an under-dispersive pattern. The simulation based on PHYS overestimated the ensemble mean error during integration and represented the real situation well at the forecast time of 120 hrs. The displacement speed of the typhoon based on PHYS was closest to the best track, especially after landfall. In the sensitivity tests of the model uncertainty of SKEBS, ensemble mean forecast was sensitive to the physics parameterization. By adjusting the forcing parameter of SKEBS, the default experiment improved in the ensemble spread, ensemble mean errors, and moving speed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.1
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• pp.67-72
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• 2010

In this paper, we verify the driverless operation possibility of MBS, which could overcome the defects of conventional track-circuit-based FBS, such as additional needs of maintenance and others problems according to short-circuit sensibility and, and which could allow the minimal interval between trains. With MBS, we can expect the reduction of headway, then the increase of transportation demand, and the protection of unnecessary speed variation because it allows the real time detection of train position from central office, and direct transmission of data between preceding trains and the following ones. In addition, it is possible to reduce the number of wayside-equipment substantially, to improve the passenger service, and to the achieve the positive economic effects by comfortable ride.

• Journal of the Korean Society for Railway
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• v.19 no.5
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• pp.647-655
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• 2016

The construction of high speed railways and improvement projects of for conventional railways require straight railway lines of railway, which leads to an increase of bridge and tunnel construction. Transition zones in railways means that the track support stiffness is variedvaries in over short ranges. Sspecial attention is required in theose transition zones since because instability of train running in train and irregularities of track irregularities are can frequently occurred. Typical transition zones are between bridges and earthworks and between tunnels and earthworks. On In a transition zone, a bridge abutment transition zone has many problems in with various causes. In this paper, fundamental problems of bridge abutment transition zones is are analyzed to enhance the understanding about of bridge abutment transition zones. Suggestions for improving problems in the transition zones are proposed.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2007.11a
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• pp.699-703
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• 2007

The recent plant order of oversea in domestic engineering and Construction Companies have been growing since 2003. In 2006, the total order came out 2.54 billion dollar. And in a quarter of 2007, the Ministry of Commerce announced that total order already came out 900 million dollar. They expect that the plant industry in the global market will be grown more in near future. However, even though there is growing plant businesses in oversea specially focused on the Middle East area, the domestic large engineering and Construction Company now face up the shortage of specialty manpower. Moreover, the domestic small and medium enterprises have same problems as large companies have. The plant construction industry is expanding rapidly, but the supply of specialty manpower can not follow its growing business. Also, most new supplied manpower is the person who graduated recently and received the degree in the different civil engineering track other than the plant major track, they are required to be re-educated. So, it is unable to deploy in short time. Also, there is shortage of manpower in the Construction Management financing division. Consequently, this project will study the efficient method of training for specialty manpower, provide the solutions.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.29 no.2
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• pp.83-92
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• 2018

Using ground moving target indicators equipped with synthetic aperture radars for locating moving targets within a wide background clutter in a short time is an excellent method for monitoring traffic. Although the displaced phase center antenna (DPCA) technique and along track interferometry (ATI) are real time methods with low computational complexity, they are essential for reducing cases of false alarm that can result in poor performance. In this paper, we propose two detection methods using DPCA and ATI-the parallel fusion method and serial fusion method. Simulation results demonstrate that the proposed detection methods are characterized by low probability of false alarm along with good performance. In particular, the serial fusion method possesses high detection probability along with low probability of false alarm (1/5th of the false alarm probability of the DPCA technique).

• Journal of The Korea Institute of Healthcare Architecture
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• v.28 no.4
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• pp.61-69
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• 2022

Purpose: In response to the rapid spread of COVID-19 in 2020, the government supported facilities and equipment through the 'Urgent Isolation Ward Expansion Project'. Design and remodeling of efficient negative pressure isolation facilities had to be done in a short period of time, and the performance gap between facilities was very large because the types of hospitals and wards of existing medical facilities were diverse. In order to secure the stability of isolation wards between medical facilities and reduce the facility gap, guidelines for planning isolation wards considering the diversity of each hospital should be appropriately presented. In consideration of these points, this study aims to provide basic data for future remodeling guidelines for each plan type of the negative pressure isolation ward first. Methods: We analyzed the plans before and after the change of 13 case hospitals that performed the urgent care bed expansion project for COVID-19 confirmed patients. Before the remodeling, the current status of the facility was analyzed according to the type of corridor, the location of the nursing station, and the location of the elevator. After remodeling, the flow of medical staff and patients, the flow of entry and exit of clean and contaminated items, and the space of negative pressure and non-negative pressure areas. Results: The ward type was divided into three types according to the corridor type and room arrangement: double loaded corridor type with two side wards, race track type with one side ward, and race track type with two side wards. Based on these three types, the standard floor plan type of the isolation ward was proposed in terms of the location of the elevator bank and Nurse station. Implications: When the existing general ward is converted into a negative pressure isolation ward, this study can be a basic data to present customized guidelines for each ward type.