• Journal of the Korean Society of Manufacturing Process Engineers
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• v.18 no.10
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• pp.8-19
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• 2019

In this study, the spray pattern of a centrifugal fertilizer distributor with two shutter holes was analyzed and an effective driving width that satisfies proper spray uniformity was derived. The centrifugal fertilizer distributor was mounted on a tractor with a rated power of 23.7 kW and static and dynamic spray pattern tests were performed according to the standard procedure proposed by the American Society of Agricultural and Biological Engineers Standard ASAE S341.5. The height of the fertilizer distributor was 80 cm from the ground and the PTO (power take-off) shaft speed of the tractor was fixed at 540 rpm. The fertilizer scattered in space was collected using 275 evenly spaced collectors at shutter opening ratios of 25%, 50%, 75%, and 100%. The spray pattern was analyzed via the amount of sprayed fertilizer at each collector location and the coefficient of variation was used as an indicator of spray uniformity. Using the analyzed spray pattern, the effective driving width that satisfied less than 15% of the coefficient of variation was derived for different tractor driving patterns (race track mode, back and forth mode). From the results, spray uniformity increased as the shutter opening ratio decreased. The largest effective driving width was 8 m at a shutter opening ratio of 25% for both driving patterns.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.29 no.11
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• pp.898-905
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• 2018

In this work, infrared targets for a developed hardware-in-the-loop simulation(HILS) system are proposed for a performance test of a dual-sensor imaging seeker equipped with an infrared and a visible sensor that can lock and track for ground and air targets. This integrated system is composed of 100 modules of heat and light sources to simulate various kinds of target and the trajectory of moving targets based on scenarios. It is possible to simulate not only the position, velocity, and direction for these targets but also background clutter and jamming environments. The design and measurement results of an infrared target, such as the HILS system configuration, developed for testing and evaluation of a dual-sensor imaging seeker are described. In the future, it is planned to test the lock-on and tracking performance of an imaging seeker equipped with single or dual sensors dynamically in real time based on a simulation flight scenario in the developed HILS system.

• Current Optics and Photonics
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• v.6 no.2
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• pp.171-182
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• 2022

A single-photon laser and mid-wave infrared (MWIR) common aperture optical system was designed and developed to detect and range a long-distance civil aviation aircraft. The secondary mirror of the Ritchey-Chretien (R-C) optical system was chosen as a dichroic lens to realize the design of a common aperture system for the laser and MWIR. Point spread function (PSF) ellipticity was introduced to evaluate the coupling efficiency of the laser receiving system. A small aperture stop and narrow filter were set in the secondary image plane and an afocal light path of the laser system, respectively, and the stray light suppression ability of the small aperture stop was verified by modeling and simulation. With high-precision manufacturing technology by single point diamond turning (SPDT) and a high-efficiency dichroic coating, the laser/MWIR common aperture optical system with a 𝜑300 mm aluminum alloy mirror obtained images of buildings at a distance of 5 km with great quality. A civil aviation aircraft detection experiment was conducted. The results show that the common aperture system could detect and track long-distance civil aviation aircraft effectively, and the coverage was more than 450 km (signal-to-noise ratio = 6.3). It satisfied the application requirements for earlier warning and ranging of long-range targets in the area of aviation, aerospace and ground detection systems.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.35 no.6
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• pp.517-526
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• 2017

In this study, we analyzed the accuracy of elevation, slope, and area to the damage scale of the debris flow using the drones to track the details of the debris flow that method was between the digital topographical map(1/5,000) method and GPS ground survey method. The results are summarized as follows. At first, in the comparison of elevation, the value by the drones was 3.024m lower than the digital topography map, but in case of slope the average slope was $1.20^{\circ}$ and the maximum slope was $10.46^{\circ}$ which was higher by the drones image. Secondly, the difference area is $462m^2$ between on the digital topographic map and the drones image was calculated high, because it is determined by reflecting the uplift of the terrain as a point that calculated more accurate than the digital topographic map. Therefore, when compared with the existing method, the drone image method was very effective in terms of time and manpower.

• Proceedings of the Korea Water Resources Association Conference
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• 2002.05a
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• pp.43-50
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• 2002

Accurate quantitative forecasting of rainfall for basins with a short response time is essential to predict streamflow and flash floods. Previously, neural networks were used to develop a Quantitative Precipitation Forecasting (QPF) model that highly improved forecasting skill at specific locations in Pennsylvania, using both Numerical Weather Prediction (NWP) output and rainfall and radiosonde data. The objective of this study was to improve an existing artificial neural network model and incorporate the evolving structure and frequency of intense weather systems in the mid-Atlantic region of the United States for improved flood forecasting. Besides using radiosonde and rainfall data, the model also used the satellite-derived characteristics of storm systems such as tropical cyclones, mesoscale convective complex systems and convective cloud clusters as input. The convective classification and tracking system (CCATS) was used to identify and quantify storm properties such as life time, area, eccentricity, and track. As in standard expert prediction systems, the fundamental structure of the neural network model was learned from the hydroclimatology of the relationships between weather system, rainfall production and streamflow response in the study area. The new Quantitative Flood Forecasting (QFF) model was applied to predict streamflow peaks with lead-times of 18 and 24 hours over a five year period in 4 watersheds on the leeward side of the Appalachian mountains in the mid-Atlantic region. Threat scores consistently above .6 and close to 0.8 ∼ 0.9 were obtained fur 18 hour lead-time forecasts, and skill scores of at least 4％ and up to 6％ were attained for the 24 hour lead-time forecasts. This work demonstrates that multisensor data cast into an expert information system such as neural networks, if built upon scientific understanding of regional hydrometeorology, can lead to significant gains in the forecast skill of extreme rainfall and associated floods. In particular, this study validates our hypothesis that accurate and extended flood forecast lead-times can be attained by taking into consideration the synoptic evolution of atmospheric conditions extracted from the analysis of large-area remotely sensed imagery While physically-based numerical weather prediction and river routing models cannot accurately depict complex natural non-linear processes, and thus have difficulty in simulating extreme events such as heavy rainfall and floods, data-driven approaches should be viewed as a strong alternative in operational hydrology. This is especially more pertinent at a time when the diversity of sensors in satellites and ground-based operational weather monitoring systems provide large volumes of data on a real-time basis.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.11
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• pp.1-9
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• 2016

Train control systems have changed from wayside electricity-centric to onboard communications-centric. The latest train control system, the CBTC system, has high efficiency for interval control based on two-way radio communications between the onboard and wayside systems. However, since the wayside system is the center of control, the number of input trains to allow a wayside system is limited, and due to the cyclic-path control flows between onboard and wayside systems, headway improvement is limited. In this paper, we propose a train interval-control and train-centric distributed interlocking algorithm for an autonomous train-driving control system. Because an autonomous train-driving control system performs interval and branch control onboard, both tracks and switches are shared resources as well as semaphore elements. The proposed autonomous train-driving control performs train interval control via direct communication between trains or between trains and track-side apparatus, instead of relying on control commands from ground control systems. The proposed interlocking algorithm newly defines the semaphore scheme using a unique key for the shared resource, and a switch that is not accessed at the same time by the interlocking system within each train. The simulated results show the proposed autonomous train-driving control system improves interval control performance, and safe train control is possible with a simplified interlocking algorithm by comparing the proposed train-centric distributed interlocking algorithm and various types of interlock logic performed in existing interlocking systems.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.11
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• pp.604-609
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• 2016

This study evaluated the long-term performance of RSR (Reinforced Subgrade for Railways) technology which increases the railway line capacity without the need for additional land. Its characteristics include the use of a short reinforcement with rigid wall, which make it possible to apply it in confined spaces. The 7m high and 40m long testbed employed to evaluate the long-term performance was designed and constructed near Jupo station on the Chang-hang line. This line, located close to a local bus route, had collapsed at the subgrade following heavy rainfall. The performance of the new type of subgrade was verified with long term measurements over a 2 year period including the surface and ground settlement, horizontal displacement of the wall, tensile strain of the reinforcement, and settlement of the rail top on the side track. Based on the results of the measurements made until now, we concluded that it had sufficient safety and serviceability for use as a railway subgrade. It is expected that RSR technology could be frequently used at sites which lack the necessary construction materials for an embankment and are located close to functional railway lines and boundaries, in order to settle civil complaints.

• Journal of Environmental Health Sciences
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• v.31 no.5 s.86
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• pp.379-386
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• 2005

[ $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ ] in driver cabins of subway line from 5 to 8 were monitored from 07:00 through 21:00 (or 19:30 or 20:00) on May. Driver cabin of subway line 7 showed the highest $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ concentrations. General Linear Model indicated that subway line, subway location (ground and underground track) and running time (morning and afternoon) significantly influenced the concentrations of $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ (p=0.000). Daily profile of $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$, expressed as an 30 minutes average, showed similar variation pattern over day period. These concentrations showed the highest concentrations between 07:00 and 09:00 of rush hour, slightly dropped and again rose slightly after 18:00. In correlation analysis, significant relations among $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ were detected (p<0.01). In particular, correlation coefficient between $PM_{10}\;and\;PM_{2.5}$ was highly significant (r=0.884). Regression analysis also concluded that $PM_{10}$ concentration significantly explained 71.4% of variation of $PM_{2.5}$ concentration (p=0.000, $R^2=0.714$). Correlations by CO with $PM_{10}\;and\;PM_{2.5}$ were 0.451 and 0.520, which were higher than those by $CO_2$. Further study is needed to examine the sources of $PM_{2.5}$ and CO in subway and to compare pollutants concentration among subway lines.

• Journal of Astronomy and Space Sciences
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• v.34 no.4
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• pp.271-280
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• 2017

This study presents the application of satellite laser ranging (SLR) to orbit determination (OD) of high-Earth-orbit (HEO) satellites. Two HEO satellites are considered: the Quasi-Zenith Satellite-1 (QZS-1), a Japanese elliptical-inclinedgeosynchronous-orbit (EIGSO) satellite, and the Compass-G1, a Chinese geostationary-orbit (GEO) satellite. One week of normal point (NP) data were collected for each satellite to perform the OD based on the batch least-square process. Five SLR tracking stations successfully obtained 374 NPs for QZS-1 in eight days, whereas only two ground tracking stations could track Compass-G1, yielding 68 NPs in ten days. Two types of station bias estimation and a station data weighting strategy were utilized for the OD of QZS-1. The post-fit root-mean-square (RMS) residuals of the two week-long arcs were 11.98 cm and 10.77 cm when estimating the biases once in an arc (MBIAS). These residuals were decreased significantly to 2.40 cm and 3.60 cm by estimating the biases every pass (PBIAS). Then, the resultant OD precision was evaluated by the orbit overlap method, yielding three-dimensional errors of 55.013 m with MBIAS and 1.962 m with PBIAS for the overlap period of six days. For the OD of Compass-G1, no station weighting strategy was applied, and only MBIAS was utilized due to the lack of NPs. The post-fit RMS residuals of OD were 8.81 cm and 12.00 cm with 49 NPs and 47 NPs, respectively, and the corresponding threedimensional orbit overlap error for four days was 160.564 m. These results indicate that the amount of SLR tracking data is critical for obtaining precise OD of HEO satellites using SLR because additional parameters, such as station bias, are available for estimation with sufficient tracking data. Furthermore, the stand-alone SLR-based orbit solution is consistently attainable for HEO satellites if a target satellite is continuously trackable for a specific period.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.39C no.3
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• pp.298-306
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• 2014

The railway signalling system for safe train operation regulates the train speed to ensure the safety distance between consecutive trains by using wayside facilities such as track circuits and interlocking systems. In addition, this signalling system controls the trackside equipment such as a railway point along the train line. This ground-equipment-based train control systems require high CAPEX and OPEX. To deal with these problems, the train control system using the on-board controller has been recently proposed and its related technologies have been widely studied. The on-board-controller-based train control system is that the on-board controller can directly control the trackside equipment on the train line. In addition, if this system is used, the wayside facilities can be simplified, and as a result, the efficient and cost-effective train control system can be realized. To this end, we have developed the prototypes of the on-board controller and wayside object control units which control the point and crossing gate and performed the integrated operation simulation in a testbed. In this paper, before the field test of the on-board-controller-based train control system, we perform the preliminary field trial including the installation test, wireless access test, interface test with other on-board devices, and normal operation test.