• Design & Manufacturing
• /
• v.14 no.1
• /
• pp.8-14
• /
• 2020

In general, auto parts production assembly line is assembled and produced by automatic mounting by an automated robot. In such a production site, quality problems such as misalignment of parts (doors, trunks, roofs, etc.) to be assembled with the vehicle body or collision between assembly robots and components are often caused. In order to solve such a problem, the quality of parts is manually inspected by using mechanical jig devices outside the automated production line. Automotive inspection technology is the most commonly used field of vision, which includes surface inspection such as mounting hole spacing and defect detection, body panel dents and bends. It is used for guiding, providing location information to the robot controller to adjust the robot's path to improve process productivity and manufacturing flexibility. The most difficult weighing and measuring technology is to calibrate the surface analysis and position and characteristics between parts by storing images of the part to be measured that enters the camera's field of view mounted on the side or top of the part. The problem of the machine vision device applied to the automobile production line is that the lighting conditions inside the factory are severely changed due to various weather changes such as morning-evening, rainy days and sunny days through the exterior window of the assembly production plant. In addition, since the material of the vehicle body parts is a steel sheet, the reflection of light is very severe, which causes a problem in that the quality of the captured image is greatly changed even with a small light change. In this study, the distance between the car body and the door part and the door are acquired by the measuring device combining the laser slit light source and the LED pattern light source. The result is transferred to the joint robot for assembling parts at the optimum position between parts, and the assembly is done at the optimal position by changing the angle and step.

• The Journal of Korean Institute of Communications and Information Sciences
• /
• v.40 no.8
• /
• pp.1631-1636
• /
• 2015

With the advance of wireless communication technology in terrestrial area, underwater communication is also evolving very fast from a simple point-to-point transmission to an elaborate networked communications. Underwater acoustic channel has quite different features comparing with the terrestrial radio channel in terms of propagation delay, Doppler shift, multipath, and path loss. Thus, existing technologies developed for terrestrial communication might not work properly in underwater channel. Especially medium access control (MAC) protocols which highly depend on propagation phenomenon should be newly designed for underwater network. CSMA/CA has drawn lots of attention as a candidate of underwater MAC protocol, since it is able to resolve a packet collision and the hidden node problem. However, a received signal could be degraded by the interferences from the nodes locating outside the receiver's propagation radius. In this paper, we study the effects of interference on the CSMA/CA based underwater network. We derived the SNR with the interference using the sonar equation and analyzed the degradation of the RTS/CTS effects. These results are compared with the terrestrial results to understand the differences. Finally we summarized the design considerations in CSMA/CA based underwater network.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.5
• /
• pp.780-790
• /
• 2022

Quantitative risk levels must be presented by analyzing the causes and consequences of accidents and predicting the occurrence patterns of the accidents. For the analysis of marine accidents related to vessel traffic, research on the traffic such as collision risk analysis and navigational path finding has been mainly conducted. The analysis of the occurrence pattern of marine accidents has been presented according to the traditional statistical analysis. This study intends to present a marine accident prediction model using the statistics on marine accidents related to vessel traffic. Statistical data from 1998 to 2021, which can be accumulated by month and hourly data among the Korean domestic marine accidents, were converted into structured time series data. The predictive model was built using a long short-term memory network, which is a representative artificial intelligence model. As a result of verifying the performance of the proposed model through the validation data, the RMSEs were noted to be 52.5471 and 126.5893 in the initial neural network model, and as a result of the updated model with observed datasets, the RMSEs were improved to 31.3680 and 36.3967, respectively. Based on the proposed model, the occurrence pattern of marine accidents could be predicted by learning the features of various marine accidents. In further research, a quantitative presentation of the risk of marine accidents and the development of region-based hazard maps are required.

• The Journal of the Petrological Society of Korea
• /
• v.6 no.2
• /
• pp.77-85
• /
• 1997

The Early Proterozoic reworked rock association occurs within the Preacmbrian high grade metamorphic rocks in the area of Daqingshan, Inner Molgolia. In this association, the various large scale ductile deformation belts, form a nappe structure where the foliation steeply dips to north and the lineation ($340^{circ}-30^{\circ}$) plunges at $45^{\circ}55^{\circ}$. This result indicates the subduction/extension with northern part thrusting over the southern part at high angle. The southern subducted microlithon has the characteristics of prograde metamorphism. The northern thrusted microlithon shows the evidence of retrograde metamorphism with decreasing pressure and increasing temperature. The main rock types of Early Proterozoic Moyites are biotite adamellite and syenogranites occurring in the form of small batholiths or stocks and alkali-feldspar granites in veins. The biotite adamellites are progressively contacted with the Archean and Early Proterozoic rocks and contain a great deal of enclaves of metamorphosed rocks, suggesting an anatexis origin. The geochemical characteristics of moyites show the typical features of anatexis granite. At middle to late Early Proterozoic time, the continent-continent collision formed the large scale thrusting and imbrication of Archean basement rocks. According to the mineral assemblage and thermobarometer of Paria et al. (1988) give the following P-T condition : up-faulted block; $700-710^{\circ}C$, 0.72-0.78 Gpa (early stage) and $600^{\circ}C$, 0.44 Gpa (late stage), footwall block; $620^{\circ}C$, 0.8 Gpa (early stage), $620-840^{\circ}C$, 0.64-0.45 Gpa (peak) and $620-630^{\circ}C$, 0.35Gpa (late stage). These results suggest a clockwise P-T-t path (jin et al., 1991, 1994). According to the depth-temperature model in the comperature subduction zone and the experimental data of Wyllie et al. (1983), we propose a tectonic-magmatic-thermal model to account for metamorphism-anatexis of moyite occurring in subduction-shear zone.