• Atmosphere
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• v.23 no.1
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• pp.1-11
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• 2013

The angular momentum transport of an idealized axisymmetric vortex in the developing stage was investigated using the Weather Research and Forecast (WRF) model. The balanced axisymmetric vortex was constructed based on an empirical function for tangential wind, and the temperature, geopotential, and surface pressure were obtained from the balanced equation. The numerical simulation was carried out for 6 days on the f-plane with the Sea Surface Temperature (SST) set as constant. The weak vortex at initial time was intensified with time, and reached the strength of tropical cyclone in a couple of days. The Absolute Angular Momentum (AAM) was transported along with the secondary circulation of the vortex. Total AAM integrated over a cylinder of radius of 2000 km decreased with simulation time, but total kinetic energy increased rapidly. From the budget analysis, it was found that the surface friction is mainly responsible for the decrease of total AAM. Also, contribution of the surface friction to the AAM loss was about 90% while that of horizontal advection was as small as 8%. The trajectory of neutral numerical tracers following the secondary circulation was presented for the Lagrangian viewpoint of the transports of absolute angular momentum. From the analysis using the trajectory of tracers it was found that the air parcel was under the influence of the surface friction continuously until it leaves the boundary layer near the core. Then the air parcel with reduced amount of angular momentum compared to its original amount was transported from boundary layer to upper level of the vortex and contributed to form the anti-cyclone. These results suggest that the tropical cyclone loses angular momentum as it develops, which is due to the dissipation of angular momentum by the surface friction.

• Journal of the Korea Institute of Military Science and Technology
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• v.22 no.6
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• pp.745-753
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• 2019

Recently, with the development of long-range / high-altitude guided weapon system for defense against ballistic missile, test range and firing altitude for guided weapons are increasing. Due to the increase in the test range and the intercepting altitude, it is expected to increase the range of safety area required for the firing test. Comparing to the foreign countries which have many desert or non-residence, in the domestic circumstances where the population is concentrated and distributed, it is more important to predict the falling area and to set the safety area for safely carry out the long-range / high-altitude intercept test. In this paper, we consider the following three points. The first is the booster fall trajectory modeling, the second is the shroud fall trajectory modeling, and finally, the debris dispersion modeling for the missile intercept. Especially, the AUTODYN model was used to predict debris falling area which produced in the high-speed guided missile intercepting test.

• The Journal of Engineering Geology
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• v.26 no.3
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• pp.393-401
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• 2016

In the present study, fault attitudes and the locations of appearance of faults in tunnel faces were predicted by analyzing the trajectory of the maximum longitudinal displacement immediately before the appearance of faults through three-dimensional finite element analysis. A total of 28 fault attitude models were used in the analysis. Those faults that have drives with dip appear first in the upper part of tunnel faces as tunnel excavation progresses and their maximum longitudinal displacement shows a tendency to move from the middle part to the upper part of tunnel faces. Those faults that have drives against dip appear first in the lower part of tunnel faces as tunnel excavation progresses and their maximum longitudinal displacement shows a tendency to move from the middle part or middle upper part to the lower part of tunnel faces. In addition, when the dip of faults is larger the maximum longitudinal displacement moves from the left upper part toward the wall part in the case of drive with dip models and from the left lower part toward the wall part in the case of drives against dip models. Therefore, it was indicated that the attitudes of faults distributed ahead of tunnel faces and the locations where faults appear in tunnel faces can be predicted by analyzing the longitudinal displacement trajectory of tunnel faces following excavation.

• Journal of the Korean Institute of Intelligent Systems
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• v.20 no.4
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• pp.503-508
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• 2010

Recently, the advance of mobile devices has made various services possible beyond simple communication. One of services is the predicting the future path of users and providing the most suitable location based service based on the prediction results. Almost of these prediction methods are based on previous path data. Thus, calculating similarities between current location information and the previous trajectories for path prediction is an important operation. The collected trajectory data have a huge amount of location information generally. These information needs the high computational cost for calculating similarities. For reducing computational cost, the meaningful location based trajectory model approaches are proposed. However, most of the previous researches are considering only the physical information such as stay time and the distance for extracting the meaningful locations. Thus, they will probably ignore the characteristics of users for meaningful location extraction. In this paper, we suggest a meaningful location extracting and trajectory simplification approach considering the stay time, distance, and additionally interaction information of user. The method collects the location information using GPS device and interaction information between the user and the others. Using these data, the proposed method defines the proximity of the people who are related with the user. The system extracts the meaningful locations based on the calculated proximities, stay time and distance. Using the selected meaningful locations the trajectories are simplified. For verifying the usability of the proposed method, we collect the behavioral data of smart phone users. Using these data, we measure the suitability of meaningful location extraction method, and the accuracy of prediction approach based on simplified trajectories. Following these result, we confirmed the usability of proposed method.

• Animal Bioscience
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• v.35 no.5
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• pp.648-658
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• 2022

Objective: The identification of nonlinear mixed models that describe the growth trajectory of New Zealand rabbits was performed based on weight records and carcass measures obtained using ultrasonography. Methods: Phenotypic records of body weight (BW) and loin eye area (LEA) were collected from 66 animals raised in a didactic-productive module of cuniculture located in the southern Piaui state, Brazil. The following nonlinear models were tested considering fixed parameters: Brody, Gompertz, Logistic, Richards, Meloun 1, modified Michaelis-Menten, Santana, and von Bertalanffy. The coefficient of determination (R²), mean squared error, percentage of convergence of each model (%C), mean absolute deviation of residuals, Akaike information criterion (AIC), and Bayesian information criterion (BIC) were used to determine the best model. The model that best described the growth trajectory for each trait was also used under the context of mixed models, considering two parameters that admit biological interpretation (A and k) with random effects. Results: The von Bertalanffy model was the best fitting model for BW according to the highest value of R² (0.98) and lowest values of AIC (6,675.30) and BIC (6,691.90). For LEA, the Logistic model was the most appropriate due to the results of R² (0.52), AIC (783.90), and BIC (798.40) obtained using this model. The absolute growth rates estimated using the von Bertalanffy and Logistic models for BW and LEA were 21.51g/d and 3.16 cm², respectively. The relative growth rates at the inflection point were 0.028 for BW (von Bertalanffy) and 0.014 for LEA (Logistic). Conclusion: The von Bertalanffy and Logistic models with random effect at the asymptotic weight are recommended for analysis of ponderal and carcass growth trajectories in New Zealand rabbits. The inclusion of random effects in the asymptotic weight and maturity rate improves the quality of fit in comparison to fixed models.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.33 no.2
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• pp.111-122
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• 2015

This study purposed on introducing a new automated solution for detecting railway tracks and reconstructing track models from the mobile laser scanning data. The proposed solution completes following procedures; the study initiated with detecting a potential railway region, called Region Of Interest (ROI), and approximating the orientation of railway track trajectory with the raw data. At next, the knowledge-based detection of railway tracks was performed for localizing track candidates in the first strip. In here, a strip -referring the local track search region- is generated in the orthogonal direction to the orientation of track trajectory. Lastly, an initial track model generated over the candidate points, which were detected by GMM-EM (Gaussian Mixture Model-Expectation & Maximization) -based clustering strip- wisely grows to capture all track points of interest and thus converted into geometric track model in the tracking by detection framework. Therefore, the proposed railway track tracking process includes following key features; it is able to reduce the complexity in detecting track points by using a hypothetical track model. Also, it enhances the efficiency of track modeling process by simultaneously capturing track points and modeling tracks that resulted in the minimization of data processing time and cost. The proposed method was developed using the C++ program language and was evaluated by the LiDAR data, which was acquired from MMS over an urban railway track area with a complex railway scene as well.

• Journal of radiological science and technology
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• v.25 no.1
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• pp.55-62
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• 2002

Aneurysm-mimicking findings were frequently visualized due to hemodynamical causes of dephasing effects around area of A-com artery during magnetic resonance angiography(MRA) and these kind of phenomena have not been clearly known yet. We investigated the hemodynamical patterns of dephasing effect around area of the A-com artery that might be a cause of false intracranial aneurysms on MRA. For experimental study, We used hand-made silicon phantoms of the asymmetric A-com artery as like a bifurcation configuration. In a closed circulatory system with UHDC computer driven cardiac pump system. MRA and fast digital subfraction angiography(DSA) involved the use of these phantoms. Flow patterns were evaluated with axial and coronal imaging of MRA(2D-TOF, 3D-TOF) and DSA of Phantoms constructed from an automated closed-type circulatory system filled with glycerol solution [circulation fluid(glycerol:water = 1:1.4)]. These findings were then compared with those obtained from computational fluid dynamic(CFD) for inter-experimental correlation study. Imaging findings of MRA, DSA and CFD on inflow zone according to the following: a) MRA demonstrated high signal intensity zone as inflow zone on silicon phantom; b) Patterns of DSA were well matched with MRA on trajectory of inflow zone; and c) CFD were well matched with MRA on the pattern of main flow. Imaging findings of MRA. DSA and CFD on turbulent flow zone according to the following: a) MRA demonstrated hyposignal intensity zone at shoulder and axillar zone of main inflow; b) DSA delineated prominent vortex flow at the same area. The hemodynamical causes of signal defect, which could Induce the false aneurysm on MRA, turned out to be dephasing effects at axilla area of bifurcation from turbulent flow as the results of MRA, DSA and CFD.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.41 no.4
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• pp.314-318
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• 2013

Tests and evaluations following the U.S. MIL-HDBK/STANDARD were successfully conducted to assure the performance of the air-to-surface guidance kit which was developed first in Korea. Various ground tests confirmed the operation capability and reliability of the guidance kit, and flight tests proved very good mid-range gliding performance and accuracy of the gliding bomb which was a general purpose bomb with the guidance kit.

• Journal of Ocean Engineering and Technology
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• v.25 no.4
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• pp.1-6
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• 2011

The installation of a topside structure can be categorized into the following stages: start, pre-lifting, lifting, lifted, rotating, positioning, lowering, mating, and end of installation. The transfer of the module onto the floating spar hull occurs in the last three stages, from lowering to the end. The coupled multi-body motions are calculated in both calm water and in irregular waves with a significant wave height (1.52m). The effects of the hydrodynamic interactions between the heavy lifting vessel and the spar hull during the lowering and mating stages are considered. The internal forces caused by the load transfer and ballasting are derived for the mating phases. The results of the internal forces for the calm water condition are compared with those in the irregular sea condition. Although the effect of the pitch motion on the relative vertical motion between the deck of the floating structure and the topside module is significant in the mating phases, the internal force induced pitch motion is too small to have this influence. However, the effect of the internal force on the wave-induced heave responses in the mating phases is noticeable in the irregular sea condition because transfer mass-induced draught changes for the floating structure are observed to have higher amplitudes than the external force induced responses. The impacts of the module on the spar hull in the mating phase are investigated.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.2
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• pp.159-165
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• 2015

Motion control schemes are generally classified into three categories (point stabilization, trajectory tracking, and path following). This paper deals with the problem which is associated with the initial deployment of a group of Unmanned Surface Vehicle (USVs) and corresponding point stabilization. To keep the formation of a group of USVs, it is necessary to set the relationship between each vehicle. A forcing functions such as potential fields are designed to keep the formation and a graph Laplacian is used to represent the connectivity between vehicle. In case of fixed topology of the graph representing the communication between the vehicles, the graph Laplacian is assumed constant. However the graph topologies are allowed to change as the vehicles move, and the system dynamics become discontinuous in nature because the graph Laplacian changes as time passes. To check the stability in the stage of deployment, the system is modeled with Kronecker algebra notation. Filippov's calculus of differential equations with discontinuous right hand sides is then used to formally characterize the behavior of USVs. The stability of the system is analyzed with Lyapunov's stability theory and LaSalle's invariance principle, and the validity is shown by checking the variation of state norm.