• 한국추진공학회지
• /
• 제17권3호
• /
• pp.56-66
• /
• 2013

RBCC엔진을 적용한 VTHL(Vertical Take off and Horizontal Landing)/ TSTO(Two Stage To orbit) 방식의 재사용 발사체의 중량저감효과에 대해 연구하였다. 발사체의 중량과 추력을 예측하기 위해 발사체의 운동방정식을 해석하고 기존의 로켓발사체의 제원과 비교하여 검증하였다. 해석결과로부터, 2.5 ton의 탑제체를 고도 200 km 지구 원궤도에 투입하는 임무에 대해, RBCC엔진을 1단에 배치한 A형 발사체가 RBCC엔진을 2단에 배치한 B형 발사체보다 훨씬 적은 중량으로 동일한 임무를 수행할 수 있는 것으로 나타났다. 또한 A형 발사체는 동급의 탑재중량을 갖는 기존의 로켓발사체의 약 25.8%의 중량을 갖는 것으로 예측되었다.

• 한국운동역학회지
• /
• 제21권5호
• /
• pp.611-619
• /
• 2011

The purpose of this study was to analyze the kinematics of the men's triple jump at the 2011 Daegu World Championships by comparing the results to those at the 2009 Berlin World Championships. The kinematic data were gathered from two steps before take off to the landing using a seven panorama system, and these data were divided into 3 phases for 8 participants. The average jump for the finalists was longer in the Daegu championships (17.46 m) than in the Berlin championships (17.28 m). The longest jump record was increased by 23 cm. The step was the longest at 36% of the total distance, followed by the hop at 30% and the jump at 34%. The first and third phases were substantially longer than the second phase (the step). The horizontal speed at take-off increased in the order hop, step, and jump. Overall, in comparison with the results from Berlin, the horizontal velocity increased, the vertical velocity decreased, and the landing angle decreased.

• 한국운동역학회지
• /
• 제21권5호
• /
• pp.595-602
• /
• 2011

The long jump motion of 8 finalist of men's long jump of IAAF World Championships Daegu 2011 were analysed and the kinematic characteristics of the technique were investigated. The kinematic characteristics of long jump motion of 8 finalist were as follows. In the run-up phase, the average length of 3, 2, and 1 stride were $2.21{\pm}0.08$ m, $2.46{\pm}0.18$ m, and $2.19{\pm}0.16$ m, respectively. The change in the height of the center of gravity was $0.09{\pm}0.02$ m. The average velocity of 3, 2, and 1 stride was $10.37{\pm}0.32$ m/s, $9.63{\pm}0.32$ m/s, and $10.69{\pm}10.69$ m/s, respectively. In the take-off phase, the horizontal velocity, the vertical velocity, the reduction of horizontal velocity was $9.00{\pm}0.37$ m/s, $3.04{\pm}0.27$ m/s, and $1.69{\pm}0.34$ m/s, respectively. The minimum knee angle and the take off angle was $157{\pm}6.57^{\circ}$ and $18.5{\pm}2.24^{\circ}$, respectively. In the flight phase, the flight time and the maximum height of the center of gravity was $0.82{\pm}0.05$ s, and $1.70{\pm}0.10$ m, respectively. In the landing phase, the landing length was $0.51{\pm}0.06$ m. The body angle, the knee angle, and the hip angle was $71{\pm}20.93^{\circ}$, $136{\pm}19.19^{\circ}$, and $85{\pm}9.58^{\circ}$, respectively. The kinematic characteristics of long jump motion with good record were shown as follows. The reduction of the horizontal velocity in the take-off phase was minimized while the velocity of the run-up were maximally maintained. The vertical velocity in the take-off phase was increased with rapidly extended knee and the high center of gravity.

• 로봇학회논문지
• /
• 제11권4호
• /
• pp.262-269
• /
• 2016

Flight of an autonomous unmanned aerial vehicle (UAV) generally consists of four steps; take-off, ascent, descent, and finally landing. Among them, autonomous landing is a challenging task due to high risks and reliability problem. In case the landing site where the UAV is supposed to land is moving or oscillating, the situation becomes more unpredictable and it is far more difficult than landing on a stationary site. For these reasons, the accurate and precise control is required for an autonomous landing system of a UAV on top of a moving vehicle which is rolling or oscillating while moving. In this paper, a vision-only based landing algorithm using dynamic gimbal control is proposed. The conventional camera systems which are applied to the previous studies are fixed as downward facing or forward facing. The main disadvantage of these system is a narrow field of view (FOV). By controlling the gimbal to track the target dynamically, this problem can be ameliorated. Furthermore, the system helps the UAV follow the target faster than using only a fixed camera. With the artificial tag on a landing pad, the relative position and orientation of the UAV are acquired, and those estimated poses are used for gimbal control and UAV control for safe and stable landing on a moving vehicle. The outdoor experimental results show that this vision-based algorithm performs fairly well and can be applied to real situations.

• 항공우주시스템공학회지
• /
• 제8권4호
• /
• pp.1-6
• /
• 2014

This paper presents the trade-off study of conducting a survey of the weights for various kind of propulsion systems installed in the Smart Unmanned Aerial Vehicle TR-100, a tilt-rotor vehicle, which is developed by Korea Aerospace Research Institute, in order to predict the appropriate propulsion system for present and future Personal Air Vehicle, which has single mode and vertical take-off & landing. In order to perform the trade-off study, we set the requirements that the vehicle hovers for 1 hour with 1,000 kg maximum take off weights. In this study, the power systems are classified engine, which uses the fossil fuel - turboshaft engine, piston engine, diesel engine and rotary engine, and electric motor with fuelcell or Li-Ion battery. The results of trade-off study shows the power systems using fossil fuel are superior to using fuelcell or Li-Ion battery for weight of propulsion system. Also turboshaft engine is the best power system for the aspects of system weight, and the nexts are rotary engine, piston engine, diesel engine, electric motor with Li-Ion battery, and electric motor with fuelcell.

• 한국시뮬레이션학회:학술대회논문집
• /
• 한국시뮬레이션학회 2004년도 춘계학술대회 논문집
• /
• pp.131-135
• /
• 2004

강착장치에 의한 지면반력은 착륙과 이륙시 지면과의 상호작용을 나타내며 고도를 감지하여 지면에 접촉하였을 때 지면의 반력을 헬리콥터에 전달해주는 역할을 한다. 비행시뮬레이션에 있어서 강착장치는 비행 중 비행특성에 미치는 영향이 없기 때문에 비행특성 분석용 또는 비행제어용 비행시뮬레이션 프로그램에서는 강착장치를 생략하여 시뮬레이션 하는 경우가 많다. 하지만 훈련의 목적으로 사용하는 경우 착륙과 이륙은 큰 비중을 차지하며 무인기의 함상 착륙과 같은 시뮬레이션에서는 필수적인 요소로 대두되고 있다. 본 논문에서 강착장치는 1자유도의 mass, spring, damper의 간단한 진동시스템을 택하였고, 강착장치의 접촉점인 지면은 고도 0인 평탄한 지면으로 가정하였다. 추후 지면을 6자유도를 가지는 움직이는 평면으로 쉽게 대체할 수 있도록 벡터형식으로 된 모델을 선택하였다.

• 한국운동역학회지
• /
• 제15권3호
• /
• pp.105-115
• /
• 2005

This study was investigated the kinematic factors of the last approach strides and. take off motion for the skill improving of BKH elite male athlete. 'The subjects chosen for the study were BKH and. KASZCZYK Emillian male athletes who were participated in 2003 Dae-Gu Universiad Games. Three high speed video cameras set in 60frames/s setting were used. for recording from the last approach strides to the apex position. After digitizing motion, the Direct Linear Transformation(DLT) technique was employed to obtain 3-D position coordinates, The kinematic factors of the distance, velocity and angle variable were calculated for Kwon3D 3.1. The following conclusions were drawn; 1. It showed longer stride length, as well as faster horizontal and lateral velocity than the success trial during the approach phase. For consistent of the approach rhythm, it appeared that the subject should a short length for obtain the breaking force by the lower COG during the approach phase. 2. The body lean angle showed a small angle by a high COG during the take-off phase. For obtain the vertical displacement of the COG and a enough space form the bar after take-off, it appeared that the subject should increase the body lean angle. 3. For obtain the vertical force during the takeoff phase, it appeared that the subject should keep straight as possible the knee joint. Therefor, the subject can be obtain a enough breaking force at the approach landing.

• 한국항공운항학회지
• /
• 제26권3호
• /
• pp.40-47
• /
• 2018

Reducing aircraft speed is the important task in the Rejected Takeoff and/or landing process. It is known that the effect of the Speedbrake is most important factor during the rejected takeoff maneuver in particular near V1 on the critical field length runway. The B747 designer created Automatic Speedbrake Control System to relieve pilot workload, improves brake operation and ensures proper Speedbrake operation for rejected take off. However, those who make the Rejected Takeoff procedure ignored the Automatic function and made it does all manual operations. This lets procedures difficult, complicated, and a cause of confusion and pilot error. This study was conducted to commentary the mechanism and function of the Automatic Speedbrake Control System of B747-8 and to propose appropriate B747-8 Rejected Take off procedures for its function to reduce the workload of pilots and contribute to reduce the possibility of pilot error during Rejected Takeoff.

• 한국운동역학회지
• /
• 제21권2호
• /
• pp.131-140
• /
• 2011

The purpose of this study was to evaluate the kinematic characteristics of 5th hurdle clearance during the 100m hurdle final competition at the 2010 Colorful DaeGu pre-championship meeting. This study was also intended to provide the technical data for better performance for preparing the 2011 world championship. Lee and Jung need to change technical movement by reducing the distance of the take-off point from the hurdle and by decreasing the vertical velocity of the C.G.(center of gravity) at the takeoff. Powell's angle of the take-off leg showed bigger at the touchdown and smaller at the takeoff comparing to Lee's and Jung's. Furthermore, Powell's horizontal velocity of the C.G. was maintained at the takeoff and touchdown. So, Lee and Jung need to change angle of the take-off leg the same as Powell's. Both Lee and Jung need to increase the angle of landing leg at the touchdown. In addition to increasing the angle Jung needs to improve the knee and ankle velocity with the hurdling leg.

• 항공우주시스템공학회지
• /
• 제14권1호
• /
• pp.68-73
• /
• 2020

본 논문은 산악 지형, 도심, 함정, 교량 등에서 수직 이·착륙 비행, 제자리 비행, 고정익기처럼 저속 및 고속비행을 할 수 있는 덕티드 추진체를 사용한 수직 이·착륙 초소형 무인 항공기 개발 동향을 기술한다. 이 항공기는 여러 측면에서 헬리콥터와 고정익기와는 비행 특성이 다르다. 미육군 미래 전투 체계와 DARPA의 OAV 프로그램의 목적은 운용자에 안전하고 낮은 음향 특성을 갖는 수직 이·착륙 덕티드 팬 초소형 무인 항공기 개발이다. 현재의 초소형 무인 항공기에 영상/적외선 카메라를 탑재하고 숲이나 언덕 뒤에 숨어 있는 적을 정지비행과 응시로 약 1 시간 동안 감시 및 정찰을 한다. OAV의 Class-I은 개인 병사가 배낭에 담아 운반할 수 있는 크기와 무게의 수직 이·착륙 덕티드 MAV 개발이다. Class-II는 Class-I보다 두 배의 운용 시간과 더 넓은 범위의 비행이 가능한 유기체의 수직 이·착륙 덕티드 팬 초소형 무인 항공기 개발이다. 초소형 무인기는 장시간 운용을 위해 현재의 '호버 및 응시'에서 '퍼치-앤-응시'으로 기술을 발전시켜야 한다. 근 미래의 OAV 개념은 유·무인 지상 차량이 주행하는 동안에 차량의 상부에 자동 이착륙하고, 탑재된 상태로 이동하고, 재급유, 재충전, 재이륙하는 합동 운용으로 임무 능력과 효율성을 확장하는 것이다. 덕티드 MAV는 지상 차량의 착륙 패드에서 자동으로 이착륙하기 위해 저렴한 초소형 GPS를 활용한 고정밀 상대 위치 기술 개발이 필요하다. 또한, VTOL 덕티드 MAV와 유·무인 지상 차량 간에 유기체의 협업 동작이 가능케하는 공통 명령과 제어 아키텍처를 개발할 필요가 있다.