• Journal of electromagnetic engineering and science
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• v.1 no.1
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• pp.30-36
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• 2001

Whereas it is well known that microwave propagation around corners of urban area is estimated well by the uniform geometrical theory of diffraction (UTD), it is not clear how much depolarization occurs at a given receiver position and how much transmission through walls affects to total path loss. This paper presents the results of the ray tracing simulation to answer these questions. Simulations of microwave propagation around corners were performed for various line-of-sight (LOS) and out-of-sight(OOS) positions of a receiver, by summing the electrical fields of reflected, diffracted and transmitted rays coherently. Since height difference between transmitter and receiver, as well as ground plane, causes depolarization, the ray tracing simulation estimates the cross-polarization coupling. It was found that the cross-polarization coupling decreases as receiver moves away from transmitter. Another part of the study focused on the signal transmitted through building walls of the corner. It was found that the transmitted field is dominant at OOS region when the conductivity of the walls is low (for example, lower than 0.0l S/m). The simulation results of the ray tracing technique in this study agreed well with an experimental measurement around corners.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.12 no.7
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• pp.1057-1066
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• 2001

This paper describes a design for linear polarization antenna using the EMCD (electromagnetically coupled dipole). The analysis and the design of model antennas are conducted by FDTD method. Vertical and horizontal linear polarizations are easily obtained by variation of dipole position. In 1-element antenna design, mutual coupling between microstrip feed line and radiator is considered. Design parameters of each 1-element antenna with vertical and horizontal polarization are used for array design. Radiation power and main beam tilting angle can be controlled by the offset and the distance between radiating elements in an array, respectively. 5-element array antennas are fabricated and measured to prove the design validity. The results of FDTD simulation and measurement show the reasonable agreement.

• Journal of Positioning, Navigation, and Timing
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• v.10 no.3
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• pp.189-196
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• 2021

In this paper, we propose techniques to correct the altitude error and heading error of 3D Pedestrian Inertial Navigation (PIN). When a PIN is used to estimate the location of a pedestrian only with an Inetrial Measurement Unit (IMU) without infrastructure, there is a problem in that the location error gradually increases due to the limitation of the observability of the filter. To solve this problem without additional sensors, we propose two techniques in this paper. First, stair walking is recognized in consideration of the altitude difference that may occur during one step. If it is recognized as stair walking, only Zero-velocity UPdaTe (ZUPT) is performed, and if it is recognized as level walking, ZUPT + Altitude Damping (AD) is performed together to correct the altitude error. Second, the straight-line movement direction is calculated through the difference of the estimated position, and the heading error is corrected by matching this information with the link information of the digital map. By applying these techniques, it is verified through real tests that accurate three-dimensional location information of pedestrians can be estimated without infrastructure.

• Journal of the Korean Society of Industry Convergence
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• v.27 no.3
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• pp.629-634
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• 2024

The Korea Research Institute of Ships and Ocean Engineering (KRISO) has developed a test module that can vertically ascend and descend with a buoyancy engine to verify the performance of the developed buoyancy engine. The independent test module has been tested in the Ocean Engineering Basin(C.M.Lee et al., 2023). After that, more tests were performed in the Deep Ocean Engineering Basin and at sea. In the 50-meter depth pit test of the Deep Ocean Engineering Basin, there were no problems with the ascent and descent operations, but the buoyancy engine was not properly maintained due to various problems in the independent test module, resulting in a difference between the calculated results using the solution of the equations of motion and the actual measurement results. The East Sea test was conducted at a depth of approximately 110 meters north-east of Pohang, with a dive to 100 meters. The difference between the pressure sensor value and the calculated value was observed, but after checking the results of the underwater position tracking device(USBL, Ultra Short Base Line system), it was estimated that the difference was caused by the influence of the current.

• Analytical Science and Technology
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• v.10 no.4
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• pp.300-306
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• 1997

The effective resolution of the direct current potential drop (DCPD) method for crack length determination is strongly affected by a number of factors including wire locations and calibration method. In the present study, the effects of wire locations, thermal EMF and reference probe locations on the accuracy of calibration methods, including Hicks-Pickard equation and Johnson's equation, were examined with the CT specimens which were nine times larger than the standard specimen. In light of experimental results, it was found that Hicks-Pickard equation can accurately represent the a/W-V/Vo relationship when current input wire is located at the load line. It was also found that the accuracy of DCPD method can be greatly improved with the thermal EMF calibration and the use of Vo value at a/W = 0.241. The use of reference potential was found to be impractical when current input wire is located at the load line.

• Journal of Advanced Marine Engineering and Technology
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• v.32 no.3
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• pp.430-436
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• 2008

Recently, there are many cases to use a ship's engine performance analyzer(SEPA) to measure pressure in cylinder and top dead center(TDC) of piston of engine, and analyze its performance such as fuel injection time and horsepower as well as wear of piston ring. But, SEPA needs TDC pulses($T(1){\sim}T(n)$) generated when pistons of engine are located to the TDC position ($TDC(1){\sim}TDC(n)$), these pulses are gathered from sensors connected to gear wheel of the propeller shaft in the remote distance from the measurement point. Therefore, operators need a long wire cable(WRC) to TDC detecting sensor to get these pulses, but this method is a very uncomfortable and expensive in case of installation, and it might decrease user's purchase desire. In this paper, we design and fabricate a small and inexpensive MODEM cable(M0C) so that it may be available to transmit TDC pulse generated from sensor in propeller shaft through existing power line. We also verify the facts that this MOC can be applied to SEPA and the effectiveness of the system through the experiments.

• Journal of the korean academy of Pediatric Dentistry
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• v.5 no.1
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• pp.64-75
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• 1978

In order to know cephalometric norms for the preschool children, this roentgeno cephalometric study was undertaken in each 50 Korean male and female children of primary dentition age from 4 to 5 year. The following results were obtained. 1. In the skeletal analysis, there was no significant difference between male and female in angular measurement and the linear measument of the male was generally greater than that of the female. 2. Saddle angle was $122.3^{\circ}$, articular angle was $147.6^{\circ}$, gonial angle was $119.4^{\circ}$ and the sum of each angle was $396.1^{\circ}$ in male and $396.6^{\circ}$ in female. 3. The ratio of mandibular body to anterior cranial base was about 1 : 0.91. 4. In the primary dentition, suggested that the nasion and point A move forward relative to sella turcica in a fashion, pogonion and point B are equal in angular position relative to plan S-N, bony chin and chin button was yet underdeveloped, and the forward growth of mandible was seen rapid than maxilla after 4 years. 5. Suggested that the percentage of anterior facial height to the posterior facial height were 64.4% in male and 64.1% in female. 6. Maxillary primary incisors was more upright than the permanent incisors, mandibular primary incisors was inclined lingually relative to the permanent incisor, and primary incisors was more upright than the permanent incisors. 7. Maxillary primary incisors in female was inclined labially than male. 8. In the the relationship of the upper lip and lower lip to the esthetic line, the upper lip was 2.11mm and the lower lip was 2.33mm front of the esthetic line.

• Publications of The Korean Astronomical Society
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• v.30 no.2
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• pp.119-120
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• 2015

We report results of the measurement of the trigonometric parallax of an $H_2O$ maser source in IRAS 22555+6213 with the VLBI Exploration of Radio Astrometry (VERA). The annual parallax was determined to be $0.278{\pm}0.019$ mas, corresponding to a distance of $3.66^{+0.30}_{-0.26}kpc$. Our results confirm that IRAS 22555+6213 is located in the Perseus arm. We computed the peculiar motion of IRAS 22555+6213 to be ($U_{src}$, $V_{src}$, $W_{src}$) = ($0{\pm}1$, $-32{\pm}1$, $9{\pm}1$) $km\;s^{-1}$, where $U_{src}$, $V_{src}$, and $W_{src}$ are directed toward the Galactic center, in the direction of Galactic rotation and toward the Galactic north pole, respectively. IRAS 22555+6213, NGC7538 and Cepheus A lie along the same line of sight, and are within $2^{\circ}$ on the sky. Their parallax distances, with which we derived their absolute position in the Milky Way, show that IRAS 22555+6213 and NGC7538 are associated with the Perseus arm, while Cepheus A is located in the Local arm. We compared the kinematic distances of IRAS 22555+6213 derived with flat and non-flat rotation curve with its parallax distance and found the kinematic distance derived from the non-flat rotation assumption ($-32km\;s^{-1}$ lag) to be consistent with the parallax distance.

• Journal of the Korean Society for Railway
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• v.20 no.2
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• pp.190-195
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• 2017

This paper proposes a method to detect rail broken through impedance measurement. In general, broken rails are detected in real time using the track circuit, but the proposed method not only detects the broken rails but also estimates positions of broken areas by measuring the rail impedance. To electrically insulate one side of the rail, parallel resonance is made by adding a capacitor; then, the impedance of the other rail is measured. If the measured impedance has an inductive value, there is no broken area of rail. However if the measured impedance has a capacitive value, the rail is broken. The proposed method is modeled using a transmission line; it is shown that the modeling can estimate the position of the broken rail according to the impedance value. The rail impedance is measured by the proposed method for a 60m simple rail model, and it is verified that the presence of a broken rail changes the rail impedance.

• Journal of Advanced Navigation Technology
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• v.25 no.1
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• pp.78-83
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• 2021

Due to rapidly increasing air traffic congestion and airspace restrictions, the International Civil Aviation Organization (ICAO) is urging all aircraft to use SBAS by 2025, in order to implement Performance-based navigation to increase airspace capacity. In line with this, research and development of Korean-style SBAS, which reflects the characteristics of Korea's airspace environment, continues in Korea. Since there is no flight inspection procedure for performance testing and verification of SBAS in Korea yet, this paper analyzes FAA, ICAO Regulations, and laws enacted by the Ministry of Land, Infrastructure and Transport to derive essential evaluations and parameters of Korean SBAS, and presents the optimal design using RTK-DGPS as a position fixing system.