• Smart Media Journal
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• v.13 no.5
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• pp.9-18
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• 2024

Multi-Object trajectory modeling is a major challenge in MOT. CenterTrack tried to solve this problem with a Heatmap-based method that tracks the object center position. However, it showed limited performance when tracking objects with complex movements and nonlinearities. Considering the degradation factor of CenterTrack as the dynamic movement of pedestrians, we integrated the EKF into CenterTrack. To demonstrate the superiority of our proposed method, we applied the existing KF and UKF to CenterTrack and compared and evaluated it on various datasets. The experimental results confirmed that when EKF was integrated into CenterTrack, it achieved 73.7% MOTA, making it the most suitable filter for CenterTrack.

• Atmosphere
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• v.24 no.4
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• pp.503-514
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• 2014

Evaluation of predictability of numerical models for tropical cyclone track was performed using along-and cross-track component. The along-and cross-track bias were useful indicators that show the numerical models predictability associated with cause of errors. Since forecast errors, standard deviation and consistency index of along-track component were greater than those of cross-track component, there was some rooms for improvement in alongtrack component. There was an overall slow bias. The most accurate model was JGSM for 24-hour forecast and ECMWF for 48~96-hour forecast in direct position error, along-track error and cross-track error. ECMWF and GFS had a high variability for 24-hour forecast. The results of predictability by track type showed that most significant errors of tropical cyclone track forecast were caused by the failure to estimate the recurvature phenomenon.

• Structural Engineering and Mechanics
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• v.75 no.4
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• pp.497-506
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• 2020

CA mortar layer disengagement will give rise to the overall structural changes of the track and variation in the vibration form of the ballastless track. By establishing a vehicle-track-viaduct coupling analysis and calculation model, it is possible to analyze the CRTS-I type track structure vibration response while the track slab is disengaging with the power flow evaluation method, to compare the two disengaging types, namely partial contact loss at one edge beneath track slab and partial contact loss at midpoint beneath track slab. It can also study how the length of disengaging influences the track structures vibration power. It is showed that when the partial contact loss beneath track slab, and the relative vibration energy level between the rail and the track slab increases significantly within [10, 200]Hz with the same disengaging length, the partial contact loss at one edge beneath track slab has more prominent influence on the vibration power than the partial contact loss at midpoint beneath track slab. With the increase of disengaging length, the relative vibration energy level of the track slab grows sharply, but it will change significantly when it reaches 1.56 m. Little effect will be caused by the relative vibration energy level of the viaduct. The partial contact loss beneath the track slab will cause more power distribution and transmission between the trail and track slab, and will then affect the service life of the rail and track slab.

• Journal of the Korean Society for Precision Engineering
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• v.29 no.6
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• pp.593-599
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• 2012

To analyze the effect of the track structure on the running performance of the railway vehicle, we studied on the vibration and ride characteristics of the high speed train. As results, vibration and ride level of high speed train on the concrete bed track is more reduced than on the ballast bed track. Peak-peak value of carbody vibration on the concrete bed track at 300km/h is half of the peak-peak value of carbody vibration on the ballast bed track. Ride level on the concrete bed track at 300km/h is same level as that on the ballast bed track at 250km/h. Thus, Vibration and ride performance of the high speed train on the concrete bed track is greatly improved compared with that on the ballast bed track.

• Journal of Institute of Control, Robotics and Systems
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• v.22 no.2
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• pp.133-138
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• 2016

This paper describes the track initiation and target-tracking filter for ship tracking in a marine environment by using Light Detection And Ranging (LiDAR). LiDAR with three-dimensional scanning capability is more useful for target tracking in the short to medium range compared to RADAR. LiDAR has rotating multi-beams that return point clouds reflected from targets. Through preprocessing the cluster of the point cloud, the center point can be obtained from the cloud. Target tracking is carried out by using the center points of targets. The track of the target is initiated by investigating the normalized distance between the center points and connecting the points. The regular track obtained from the track initiation can be maintained by the target-tracking filter, which is commonly used in radar target tracking. The target-tracking filter is constructed to track a maneuvering target in a cluttered environment. The target-tracking algorithm including track initiation is experimentally evaluated in a sea-trial test with several boats.

• Atmosphere
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• v.25 no.2
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• pp.375-387
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• 2015

A Selected Multi-model CONsensus (SMCON) technique was developed and verified for the tropical cyclone track forecast in the western North Pacific. The SMCON forecasts were produced by averaging numerical model forecasts showing low 70% latest 6 h prediction errors among 21 models. In the homogeneous comparison for 54 tropical cyclones in 2013 and 2014, the SMCON improvement rate was higher than the other forecasts such as the Non-Selected Multi-model CONsensus (NSMCON) and other numerical models (i.e., GDAPS, GEPS, GFS, HWRF, ECMWF, ECMWF_H, ECMWF_EPS, JGSM, TEPS). However, the SMCON showed lower or similar improvement rate than a few forecasts including ECMWF_EPS forecasts at 96 h in 2013 and at 72 h in 2014 and the TEPS forecast at 120 h in 2013. Mean track errors of the SMCON for two year were smaller than the NSMCON and these differences were 0.4, 1.2, 5.9, 12.9, 8.2 km at 24-, 48-, 72-, 96-, 120-h respectively. The SMCON error distributions showed smaller central tendency than the NSMCON's except 72-, 96-h forecasts in 2013. Similarly, the density for smaller track errors of the SMCON was higher than the NSMCON's except at 72-, 96-h forecast in 2013 in the kernel density estimation analysis. In addition, the NSMCON has lager range of errors above the third quantile and larger standard deviation than the SMCON's at 72-, 96-h forecasts in 2013. Also, the SMCON showed smaller bias than ECMWF_H for the cross track bias. Thus, we concluded that the SMCON could provide more reliable information on the tropical cyclone track forecast by reflecting the real-time performance of the numerical models.

• Atmosphere
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• v.32 no.4
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• pp.381-394
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• 2022

The Korea Meteorological Administration (KMA) National Typhoon Center has been officially releasing reanalyzed best tracks for the previous year's northwest Pacific typhoons since 2015. However, while most typhoon researchers are aware of the data released by other institutions, such as the Joint Typhoon Warning Center (JTWC) and the Regional Specialized Meteorological Center (RSMC) Tokyo, they are often unfamiliar with the KMA products. In this technical note, we describe the best track data released by KMA, and the algorithms that are used to generate it. We hope that this will increase the usefulness of the data to typhoon researchers, and help raise awareness of the product. The best track reanalysis process is initiated when the necessary database of observations-which includes satellite, synoptic, ocean, and radar observations-has become complete for the required year. Three categories of best track information-position (track), intensity (maximum sustained winds and central pressure), and size (radii of high-wind areas)-are estimated based on scientific processes. These estimates are then examined by typhoon forecasters and other internal and external experts, and issued as an official product when final approval has been given.

• Journal of Environmental Science International
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• v.21 no.2
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• pp.263-266
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• 2012

To compare the effects of two external forcing on track of typhoon, TWRF(Typhoon WRF) based ensemble experiments are carried out in the case of Typhoon Morako which is the 8th typhoon at Northwest Pacific region in 2009. The two forcing are tropical SST and topography induced thermal and mechanical forcing, respectively. According to the result of numerical experiment for five-day forecast, the effect of mechanical forcing is about two times stronger than thermal forcing on the track error of the typhoon. More case study for other typhoon will be done as a next paper.

• Journal of the Korean Society for Railway
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• v.18 no.5
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• pp.447-456
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• 2015

Continuous as well as discrete measurement of the track geometry based on a track trolley are investigated to enhance the efficiency of the trolley and to minimize the measurement errors. A new kinematic model based on the track coordinates involving transition and circular curves is developed to improve the accuracy of the measurement; a nonlinear Extended Kalman Filter (EKF) is employed to linearize the governing equations. The proposed model is verified with the ideal track geometry in terms of both discrete and continuous measurement. Comparison with the previous models is also made to prove the applicability of the kinematic model.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.199-205
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• 2008

The monorail system as new transportation system mostly has being constructed as an elevated construction and the track beam as mostly main work type occupy the important parts. The structure of monorail system, the track beam support directly vehicle's load and comprised of the track beam structure to be traveling side and understructure to be transmitted from their load to the ground. In particular, in case of construction to elevated structure in the center of a city, it is important to decision plan for span to be considered the economic, execution and maintenance according to transport, installation, and the structure problem, scene and civil appeals to be decided the beam elevation and span. Therefore the standard span of monorail track beam shall be considered the efficient execution, economic and transportation. And propose to reasonable decision plan incorporated the minimizing the road occupied width due to openness to center of a city and bridge pole, minimize to basis size.