• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.40 no.4
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• pp.255-267
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• 2004

This study was conducted in order to improvement of fishing gear and fishing operating system for anchovy boat seine by bag net A-type and B-type was attached with half size modified nets. Field experiments were carried out observe geometry of nets by catcher boats. The obtained results are summarized as follows : The actual ratio of net opening in each part of the half size modified nets was increased from fore part to back part of the nets as shown the smallest value about 20% in wing net and the biggest value about 110% in bag net. In addition, vertical net opening of B-type net as measured as 10.9~11.8m in fore bag net and 5.8~8.0m in after bag net were 1~2m greater than 9.0~13.6m of A-type one, and 2~3m less than 9.3~10.4m of A-type one, respectively. Vertical net opening of half size modified net was shown as less variation of towing depth from wing net to inside wing net than those of traditional nets due to stable vertical performance. The mesh distortion or drift and variation of vertical net opening were decreased by improvement of bag nets in order to minimized shape of net pocket phenomenon whenever towing speed is slow. Bag net B-Type attached with dual flapper was shown as less variation in width of bag net and less escapement of anchovy.

• The Korean Journal of Pesticide Science
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• v.17 no.2
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• pp.126-132
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• 2013

The objectives of this study were to provide the basic data of the residue of deltamethrin in the stream water. Deltamethrin was treated on side of Ban-Suk stream and Juk-Dong ditch for hygienic purpose by air spray. The drift concentration of deltamethrin was investigated with different wind speed condition on Ban-Suk stream (A), and the change of residue with time course on Juck-dong ford (B). Also we found the residual change of deltamethrin until 48 hour in Yu-Seong stream confluence (C) where two streams join. Maximum residues of A were $0.17{\mu}g/L$ (5 min, 200 m) at strong wind speed and $4.42{\mu}g/L$ (0 min, 25 m) at moderate wind speed according to different wind velocity. Residues of B were $0.15{\sim}0.26{\mu}g/L$ (0~480 min) after spraying, and decreased to a non-detected level after 720 min. Residues of C were $0.15{\mu}g/L$ (0 min), $0.11{\mu}g/L$ (1 min) and $0.10{\mu}g/L$ (12 hr) after spraying, and no residues were detected in any other samples. From these results, it is concluded that deltamethrin residues in water should be rapidly diluted into stream water and affected negligible toxic effect to stream ecosystem.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.12
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• pp.126-134
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• 2017

There have been numerous studies on extracting the R-peak from electrocardiogram (ECG) signals. However, most of the detection methods are complicated to implement in a real-time portable electrocardiograph device and have the disadvantage of requiring a large amount of calculations. R-peak detection requires pre-processing and post-processing related to baseline drift and the removal of noise from the commercial power supply for ECG data. An adaptive filter technique is widely used for R-peak detection, but the R-peak value cannot be detected when the input is lower than a threshold value. Moreover, there is a problem in detecting the P-peak and T-peak values due to the derivation of an erroneous threshold value as a result of noise. We propose a robust R-peak detection algorithm with low complexity and simple computation to solve these problems. The proposed scheme removes the baseline drift in ECG signals using an adaptive filter to solve the problems involved in threshold extraction. We also propose a technique to extract the appropriate threshold value automatically using the minimum and maximum values of the filtered ECG signal. To detect the R-peak from the ECG signal, we propose a threshold neighborhood search technique. Through experiments, we confirmed the improvement of the R-peak detection accuracy of the proposed method and achieved a detection speed that is suitable for a mobile system by reducing the amount of calculation. The experimental results show that the heart rate detection accuracy and sensitivity were very high (about 100%).

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.24 no.1
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• pp.16-25
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• 2012

To calculate the total mass flux that change in dry and flood season in the Yeomha Channel of Gyeonggi Bay, the 13 hour bottom tracking observation was performed from the southern extremity. The value of the total mass flux(Lagrange flux) was calculated as the sum of the Eulerian flux value and stroke drift value and the tidal residual flow was harmonically analyzed through the least-squares method. Moreover, the average during the tidal cycle is essential to calculate the mass flux and the tidal residual flow and there is the need to equate the grid of repeatedly observed data. Nevertheless, due to the great differences in the studied region, the number of vertical grid tends to change according to time and since the horizontal grid differs according to the transport speed of the ship as a characteristic of the bottom tracking observation, differences occur in the horizontal and vertical grid for each hour. Hence, the present study has vertically and horizontally normalized(sigma coordinate) to equate the grid per each hour. When compared to the z-level coordinate system, the Sigma coordinate system was evaluated to have no irrationalities in data analysis with 5% of error. As a result of the analysis, the tidal residual flow displayed the flow pattern of sagging in the both ends in the main waterway direction of dry season. During flood season, it was confirmed that the tidal residual flow was vertical 2-layer flow. As a result of the total mass flux, the ebb properties of 359 cm/s and 261 cm/s were observed during dry and flood season, respectively. The total mass flux was moving the intertidal region between Youngjong-do and Ganghwa-do.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.169-174
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• 2004

To design ship channel is one of important factors for planning and developing a port. In most case, the core factors for designing ship channel are the layout and width of dvnnel provided the net underkeel clearance is assessed as safety. In this study, Variable Bumper Area(VBA) model is applied to design and assess ship channel. This model reflects ship's principle dimension, ship domain theory, ship speed, conning officer's ship handling skill and experience and all external forces which cause leeway, set and drift and the change of ship maneuvering characteristics. Full Mission Ship Handling Simulator is used to analyze ship dynamic data according to conning officer's ship control, external forces, etc. This model uses Domain-index for assessing the efficiency and safety of the channel. The proposed model is applied to Ulsan new port plan which has a channel width of 1.5 times the length if the largest vessel, a radius if 5 times the length of the largest vessel in a curve of 57 degree centerline angle and SBM facility adjacent to the lateral edge if channel. The result of this study shows tint the width and radius of channel curve are suitable for the target ship but the difficulty of ship handling is caused by the large course change and SBM located in the vicinity if channel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.141-142
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• 2007

In recent years, the rate of mean sea level rise is increasing rapidly from the phenomena of global warming, together with the increasing trend of the storm scale. The issue of sea level rise is multifaceted and produces a range of environmental problems. Especially, high tides and the tidal currents become higher, and wave base increases, so the energy received at the coastal boundary may increase. This brings that many coastal environments go into disequilibrium, such as damages to the structures, erosion, and deposition Similarly it was known that the problems of nearshore processes and damage of berth and counter facilities during storm period had appeared at the small fishery port. Here we try to analyze the impact of the rearrangement of counter facilities and berth layout adopted for tranquility of its'inner harbor. Because this harbor is being connected to channel and open sea, the rearrangement of the structures might affect to the current speed and direction and wave height, so do to the sea bottom undulation. Therefore, we made model test for the several layouts of the berth and breakwater in this area.

• International Journal of Aeronautical and Space Sciences
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• v.8 no.1
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• pp.10-20
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• 2007

For spacecraft attitude control, reaction wheel (RW) steering laws with more than three wheels for three-axis attitude control can be derived by using a control allocation (CA) approach.1-2 The CA technique deals with a problem of distributing a given control demand to available sets of actuators.3-4 There are many references for CA with applications to aerospace systems. For spacecraft, the control torque command for three body-fixed reference frames can be constructed by a combination of multiple wheels, usually four-wheel pyramid sets. Multi-wheel configurations can be exploited to satisfy a body-axis control torque requirement while satisfying objectives such as minimum control energy.1-2 In general, the reaction wheel steering laws determine required torque command for each wheel in the form of matrix pseudo-inverse. In general, the attitude control command is generated in the form of a feedback control. The spacecraft body angular rate measured by gyros is used to estimate angular displacement also.⁵ Combination of the body angular rate and attitude parameters such as quaternion and MRPs(Modified Rodrigues Parameters) is typically used in synthesizing the control command which should be produced by RWs.¹ The attitude sensor signals are usually corrupted by noise; gyros tend to contain errors such as drift and random noise. The attitude determination system can estimate such errors, and provide best true signals for feedback control.⁶ Even if the attitude determination system, for instance, sophisticated algorithm such as the EKF(Extended Kalman Filter) algorithm⁶, can eliminate the errors efficiently, it is quite probable that the control command still contains noise sources. The noise and/or other high frequency components in the control command would cause the wheel speed to change in an undesirable manner. The closed-loop system, governed by the feedback control law, is also directly affected by the noise due to imperfect sensor characteristics. The noise components in the sensor signal should be mitigated so that the control command is isolated from the noise effect. This can be done by adding a filter to the sensor output or preventing rapid change in the control command. Dynamic control allocation(DCA), recently studied by Härkegård, is to distribute the control command in the sense of dynamics⁴: the allocation is made over a certain time interval, not a fixed time instant. The dynamic behavior of the control command is taken into account in the course of distributing the control command. Not only the control command requirement, but also variation of the control command over a sampling interval is included in the performance criterion to be optimized. The result is a control command in the form of a finite difference equation over the given time interval.⁴ It results in a filter dynamics by taking the previous control command into account for the synthesis of current control command. Stability of the proposed dynamic control allocation (CA) approach was proved to ensure the control command is bounded at the steady-state. In this study, we extended the results presented in Ref. 4 by adding a two-step dynamic CA term in deriving the control allocation law. Also, the strict equality constraint, between the virtual and actual control inputs, is relaxed in order to construct control command with a smooth profile. The proposed DCA technique is applied to a spacecraft attitude control problem. The sensor noise and/or irregular signals, which are existent in most of spacecraft attitude sensors, can be handled effectively by the proposed approach.

• Journal of Navigation and Port Research
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• v.29 no.1 s.97
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• pp.9-15
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• 2005

To design ship channel is one of important factors for planning and developing a port. In most case, the core factors for designing ship channel are the layout and width of channel provided the net underkeel clearance is secured to be safe enough to pass. In this study, Variable Bumper Area(VBA) model is applied to design and assess ship channel. This model reflects ship's particular, ship domain theory, ship speed and mariner's ship handling skill and experience, especially external forces which cause leeway, set and drift and the change of ship maneuvering characteristics. A real time, full mission shiphandling simulator is used to analyze ship dynamic data according to mariner's ship control, external forces, ete. This model defines Domain degree and Domain-index for assessing the efficiency and safety of the channel. The proposed model is applied to Ulsan new port plan which has a channel width of 1.5 times the length of the largest vessel, a radius of 5 times the length of the largest vessel in a curve of 57 degree centerline angle and SBM facility adjacent to the lateral edge of channel. The result of this study shows that the width of the channel and radius of channel curve are suitable for the target ship but the difficulty of ship handling is caused by the large course change and SBM located in the vicinity of channel.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.247-258
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• 2014

To evaluate the influence of the external force components on the littoral currents in the Gusipo beach, Jeonbuk, West Coast of Korea where a wide tidal sand flat developed, a coupled hydrodynamic model considered real time tidal currents and wave-induced currents was constructed in which the EFDC for tides and tidal currents, the SWAN for waves and the SHORECIRC for wave-induced currents were used as the hindcasting models. A series of field observations for tides, tidal currents and incident waves were carried out and especially to observe the littoral currents in the tidal sand flat, the GPS mounted and light weight drogues were used. Also wind data were collected from the adjacent weather station. To analyze the littoral current components, the numerical drogue tracking results considered real time winds, tides and waves were compared with the field drogue data. The drift speed of numerical drogues was reproduced as the range of 68.0~105.2% compared with the field data and the velocity error of main direction component showed a good result as -16.7~10.0%. As a result, in the mild slope tidal flat including wide surf zone, the tides and winds were the major affection component of the littoral currents, on the other hand, the wave-induced currents seemed the minor component when the incident wave heights were relatively small.