The power and scale of 950 hPa typhoon "Maemi" which struck the shore of Gosung in Kyungnam Province was same as that of 951 hPa typhoon "Saraho" in 1959. For the purpose of getting the safety of training ship "KAYA", we anchored at Jinhae Bay with riding at two anchors paid out 8 shackles of cable respectively. By the way when wind force being over 30m/s, we could not keep the safety of the ship "KAYA" by means of the holding power of an anchor only. Just by using the main engine moderately, we were able to maintain the security of the ship. The holding the main engine moderately, we were able to maintain the security of the ship. The holding power of an anchor according to the way of anchoring, the quality of sea bottom, the direction and speed of wind and current, and the length of an anchor cable were analyzed. The obtained results are summarized as follows : 1. When riding at two anchors rather than lying at single anchor we could get a good holding power. 2. There was a big difference in holding power according to the quality of the bottom. 3. It would be best anchoring in a soft mud area than in any other place as possible. 4. It would also be desirable to set anchor shackles much more than equipment number prescribed in regulation in order to get safety of a ship providing against typhoon.

In this work, a simulation study is accomplished to evaluate the effectiveness of EDG-based deadlock avoidance strategy. The considered strategy has been proposed in order to effectively handle conflicts and deadlocks occurring in zone-control AGV (Automated Guided Vehicle) systems. It is based on the prediction of deadlock possibility and prohibition of vehicle movement to the next zone until the deadlock possibility is removed. Throughout simulation study applied to complex network-type AGV path, the considered deadlock-avoidance strategy has provided satisfactory results even under the large number of vehicles.

The Steering and Sailing Rules of International Regulation for Preventing Collisions at Sea now in use direct actions to avoid collision when two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision. But these rules do not refer to the minimum relative distances and safety relative distances between two vessels when they should take such actions.In this paper the ship's collision avoiding actions being analyzed from a viewpoint of ship motions, the mathematical formulas to calculate such relative distances necessary for taking actions to avoid collision were worked out. The values of maneuvering indices being figured out through experiments of 20 actual ships of small, medium, large and mammoth size and applied to calculating formulas, the minimum relative distances and safety relative distances were calculated. The main results were as follows. 1. It was confirmed that the criterion elements for collision avoiding actions in head-on situation of two vessels shall be the minimum relative distances and safety relative distances between them. 2. On the assumption that two vessels same in size and condition were approaching each other in head-on situation, the minimum relative distance of small vessel(GT : 160~650tons) was found to be about 4.7 times her own length, and those of medium (GT:2,300~4,500tons),large(GT:15,000~62,000tons) and mommoth (GT:91,000~194,000tons) vessels were found to be about 5.2 times, about 5.2 times and about 6.1 times their own lengths respectively. 3. On the assumption that two vessels same in size and condition were approaching each other in head-on situation, the safe relative distance of small vessel (GT : 160~650tons) was found to be about 6.8 times her own length, and those of medium (GT : 2,300~4,500tons), large (GT: 15,000~62,000tons) and mammoth (GT : 91,000~194,000tons) vessels were found to be about 9.0 times, about 6.3 times, and about 8.0 times their own lengths respectively. 4. It is considered to be helpful for the safety of ship handling that the sufficient safe relative distances for every vessels shall be more than about 12~14 times which are 2 times minimum relative distance, their own length on above assumption.

현행 국제해상충돌예방규칙에서는 침로와 속력을 유지할 의무가 있는 피추월선인 유지선, 어로에 종사중인 유지선, 횡단상태의 유지선 등의 유지선이 피항선과 아주 가까이 접근하여 피항선의 피항동작만으로 충돌을 피할 수 없을 때는 급박한 위험을 피하기 위한 조치로서 유지선의 충돌을 피하기 위한 최선의 협력동작에 관하여 규정하고 있으나, 이 규칙에서는 두 선박이 어느 정도의 거리로 접근하였을 때 유지선이 협력동작을 취하여야 하는지 안전한계의 피항개시거리에 대해서는 전혀 언급되지 않고 있다. 그러므로, 본 논문에서는 유지선의 최선의 협력동작을 취할 시점의 기준이 되는 최소피항개시거리를 선체운동학적인 관점에서 해석.연구하고, 실선시험에서 구한 11척의 소형, 중형, 대형 및 초대형 선박의 조종성능수를 이용하여 최소피항개시거리를 산출하고, 이를 검토.고찰하였다. 이 결과를 요약하면 다음과 같다. 1. 소형선, 중형선, 대형선 및 초대형선을 막론하고 어느 선박에서나 유지선이 취하여야 할 최소피항개시거리가 가장 큰 경우는 양 선박이 조우하는 침로교각이 90˚이며, 90˚와 90˚부근의 각도(70~90˚)에서 충돌의 위험이 가장 높다. 2. 침로교각이 90˚인 경우에 유지선이 취하여야 할 최소피항개시거리는 소형선(160~650톤급 선박)에서는 그 선박 길이의 약 6.8배 이상, 중형선(2,300~3,500톤급 선박)에서는 약 9.0배 이상, 대형선(22,000~62,000톤급 선박)에서는 약 5.4배 이상, 초대형선(91,000~139,000톤급 선박)에서는 약 6.8배 이상이 되어야 한다. 3. 소형선, 중형선, 대형선 및 조대형선을 막론하고 어느 선박에서나 침로교각이 90˚부근의 각도(70~90˚)에서 유지선이 취하여야 할 안전피항개시거리는 그 선박 길이의 9배 이상이 되어야 한다. 4. 소형선, 중형선, 대형선, 및 초대형선을 막론하고, 어느 선박에서나 침로교각이 크게 둔각인 경우에는 적은 예각인 경우보다 충돌의 위험이 더 크므로 더 큰 거리를 두고 피항동작에 들어가야 한다. 5. 유지선과 피항선간에 유지선이 급박한 위험을 피하기 위하여 침로만으로 최선의 협력동작을 취하는 경우 본 논문에서 계산한 각 침로교각에 대한 최소피항개시거리와 안전피항개시거리을 미리 염두해 두고 피항조선을 하게 되면, 감각에 의한 조선방법으로 야기되는 충돌해난사고를 지양 할 수 있으리라 사료된다.

This paper presents a robot simulator which can automatically generate a smooth collision free path. This simulator has the characterstisc of the object - oriented programming which is coded in Borland C+ +. Using General Inverse Algorithm, the inverse kinematics solutions of any kind of robots can be found generally. This simulator also uses Bezier Functions for the description of a smooth collision - free path. In addition, GUI(Graphic User Interface)technique is employed for user's convenience.

목적: 이 연구에서는 장애물 높이에 따른 만성 뇌졸중 환자의 장애물 보행 특성과 보상전략을 파악하였다. 방법: 이를 위해 두 가지 장애물 높이 조건(5cm와 15cm)에 따라 장애물 보행의 운동학적 특성을 정상인과 비교하였다. 구체적으로 장애물 보행 전 이륙 거리, 장애물 통과 시 장애물 통과 높이와 장애물 통과 후 착지 거리를 측정하 였다. 결과: 분석결과, 만성 뇌졸중 환자들은 정상인보다 보행 전 이륙 거리와 장애물 통과 후 착지 거리가 상대 적으로 짧은 것으로 나타났다. 또한, 뇌졸중 환자들은 정상인보다 장애물을 통과할 때 통과 높이가 높은 것으로 밝혀졌다. 이러한 보행 움직임 패턴은 두 가지 장애물 조건에서 모두 유사하게 나타났다. 결론: 이러한 결과는 뇌 졸중 환자들이 편측 마비로 인한 움직임 제약에 기인하는 것으로 판단된다. 또한, 신체적 장애로 인해 뇌졸중 환 자들은 장애물 보행 시 낙상을 예방하고, 안정적으로 장애물 보행을 위한 운동보상전략에서 정상인과 차이를 보 인 것으로 생각된다. 결론적으로 이 연구는 만성 뇌졸중 환자들의 운동보상 전략을 장애물 보행을 통해서 규명했 다는 점에서 현장에 유용한 시사점을 제공할 것으로 기대된다.

Mankind has been using ships for more than 5,000 years and has developed a range of related technologies. However, despite such a long history, compared to aircraft with a history of approximately one century, the pace of progress has been markedly slow. Even though technological progress of ships or the installation of various navigation equipment have been achieved, seaborne collisions have occurred quite frequently. This study analyzed the TCAS( Traffic Collision Avoidance System) that has contributed to the prevention of collisions with other transport methods including aircraft to suggest a collision avoidance system that can be deployed for ships. To apply the technologies applied to aircraft that move in 3D to ships that move in 2D, the difference in the operational environment between the two modes was analyzed to identify elements that need to be applied to ships. The suggested display of data on the collision prevention system is one that manipulates the augmented reality display device used in automobiles that over the past few years has undergone rapid development. Based on the presentation of technological elements that need to be considered when adopting the SCAS or the Seaborne Collision Avoidance System as suggested in this study, the authors hope to contribute to the prevention of collisions.

항해 중인 함정은 늘 충돌 가능성이 존재하지만 충돌회피를 위한 명확한 기동지침은 없고 함교 당직사관의 직관적 판단에 의존하 는 경향이 있다. 본 연구에서는 항해 중인 함정이 방위끌림이 없는 장애물을 조우하는 상황에서 함교 당직사관을 대상으로 언제 어떻게 충돌 을 회피하는지 설문조사를 실시하였다. 설문 결과를 활용하여 방위끌림이 없는 장애물 조우 상황, 주·야간 충돌 회피 방법을 분석하였다. 조함이 까다로운 지역은 평택, 목포 순이었고, 주로 협수로 내에서 발생하였다. 빈도는 4시간 항해 시 평균 1회 정도로 나타났으며, 1:1 조우 상황보다 다수 선박 조우가 많았다. 충돌침로 확인 시 전자해도보다 육안 확인 결과를 더 신뢰하였고, 충돌회피 고려 요소로 최단 접근거리, 최단 접근시간을 우선시하였다. 피항의무선과 침로유지선의 충돌회피 기동상 특별한 차이는 없었지만 주·야간 시 최단 접근거리의 차이는 존재 했다. 충돌회피 시대부분의 항해사들은 변침·변속을 함께 사용하는 것을 선호하며 타각 10~15°, 변속 ±5knots, 변침침로는 타함 함미 정방향에서 함미 가중치를 두었다. 이러한 결과들은 승조원들에게 부임 함정의 충돌 회피 기준을 제공하는데 도움이 될 것이며 나아가 AI, 빅데이터 기반의 무인함정 충돌회피 알고리즘 개발에도 적용될 것이다.

The current study aims to investigate the relationship between tax avoidance and firm risk in an emerging market called Iran. The study population consists of 400 observations and 80 companies listed on the Tehran Stock Exchange (TSE) over a five-year period during 2012 and 2016. The statistical model used in this study is a multivariate regression model; besides, the statistical technique used to test the hypotheses proposed in this research is panel data. The results showed that low effective tax rate (tax avoidance) is more consistent than the higher effective tax rate. Moreover, there is no significant relationship between tax avoidance and future tax rate volatility. The findings also proved that lower effective tax rates are positively associated with future stock price volatility. This implies that since Iranian firms have many financial problems because of economic sanctions, they have a tendency to delay the disclosure of bad news about their firms. Needless to say, when a huge number of negative news reaches its peak, they immediately will enter the market and lead to a remarkable fluctuation in stock prices.

세기변조방사선치료와 입체적세기조절회전치료 시 조사체적과 선량 퍼짐 현상을 줄이기 위한 방법으로 조사 각도를 제한하는 부분 각도에 의한 회전치료 기능을 적용하여 표적체적과 주변 정상장기의 선량에 대해 입체조형방사선치료와 비교 분석하였다. 치료계획에 따른 표적체적의 선량분포는 통계적으로 유의한 차이를 확인할 수 없었으며, 폐의 5 Gy(V5) 체적에서 입체조형방사선치료 56.53%, 세기변조방사선치료 52.03%, 입체적세기조절회전치료 47.84%를 나타내어 유의한 차이를 나타내었다(CRT-IMRT p=0.035, CRT-VMAT p<0.001, IMRT-VMAT p<0.001). 10 Gy 체적(V10)에서는 입체조형방사선치료 35.12%, 세기변조방사선치료 34.04%, 입체적세기조절회전치료 33.28%를 보여, 입체조형방사선치료와 세기변조방사선치료(p=0.018), 입체적세기 조절회전치료(p=0.035)에서 유의한 차이를 나타내었으나 20 Gy 체적(V20)에서는 유의한 선량 차이를 확인 할 수 없었다. 심장의 평균선량과 20 Gy 체적은 치료계획에 따라 유의한 차이를 확인할 수 없었으나, 30, 40 Gy 체적은 입체적세기조절회전치료에서 37.16%, 22.46%를 나타내어 입체조형방사선치료와 비교에서 유의한 차이(p=0.028)를 보였다. 이와 같이 조사체적 감소에 따른 폐의 저 선량 체적(V5, V10)의 감소를 확인할 수 있었으며, 세기변조방사선치료와 입체적세기조절회전치료 시 조사 각도를 일부 제한함으로써 표적체적의 선량분포는 동일하게 유지함과 동시에 조사체적을 줄일 수 있었다. 이로 인해 폐의 선량 퍼짐 현상의 감소로부터 폐의 독성을 낮추는데 기여할 수 있을 것으로 사료된다.

As the development of autonomous vehicles becomes realistic, many automobile manufacturers and components producers aim to develop ‘completely autonomous driving’. ADAS (Advanced Driver Assistance Systems) which has been applied in automobile recently, supports the driver in controlling lane maintenance, speed and direction in a single lane based on limited road environment. Although technologies of obstacles avoidance on the obstacle environment have been developed, they concentrates on simple obstacle avoidances, not considering the control of the actual vehicle in the real situation which makes drivers feel unsafe from the sudden change of the wheel and the speed of the vehicle. In order to develop the ‘completely autonomous driving’ automobile which perceives the surrounding environment by itself and operates, ability of the vehicle should be enhanced in a way human driver does. In this sense, this paper intends to establish a strategy with which autonomous vehicles behave human-friendly based on vehicle dynamics through the reinforcement learning that is based on Q-learning, a type of machine learning. The obstacle avoidance reinforcement learning proceeded in 5 simulations. The reward rule has been set in the experiment so that the car can learn by itself with recurring events, allowing the experiment to have the similar environment to the one when humans drive. Driving Simulator has been used to verify results of the reinforcement learning. The ultimate goal of this study is to enable autonomous vehicles avoid obstacles in a human-friendly way when obstacles appear in their sight, using controlling methods that have previously been learned in various conditions through the reinforcement learning.

The Expanded Guide Circle (EGC) method has been originally proposed as the guidance navigation method for improving the efficiency of the remote operation using the sensory information. The previous algorithm is, however, concerned only for the omni-directional mobile robot, so it needs to suggest a suitable one for a mobile robot with non-holonomic constraints. The ego-kinematic transform is a method to map points of R2 into the ego-kinematic space which implicitly represents non-holonomic constraints for admissible paths. Thus, robots with non-holonomic constraints in the ego-kinematic space can be considered as “free-flying object”. In this paper, we propose an effective obstacle avoidance method for mobile robots with non-holonomic constraints by applying EGC method in the ego-kinematic space using the ego-kinematic transformation. This proposed method shows that it works better for non-holonomic mobile robots such as differential-drive robot than the original one. The simulation results show its effectiveness of performance.

Using an inverse of the geometric Jacobian matrix is one of the most popular ways to control robot manipulators, because the Jacobian matrix contains the relationship between joint space velocities and operational space velocities. However, the control algorithm based on Jacobian matrix has algorithmic singularities: The robot manipulator becomes unstable when the Jacobian matrix loses rank. To solve this problem, various methods such as damped and filtered inverse have been proposed, but comparative studies to evaluate the performance of these algorithms are insufficient. Thus, this paper deals with a comparative analysis of six representative singularity avoidance algorithms: Damped Pseudo Inverse, Error Damped Pseudo Inverse, Scaled Jacobian Transpose, Selectively Damped Inverse, Filtered Inverse, and Task Transition Method. Especially, these algorithms are verified through computer simulations with a virtual model of a humanoid robot, THORMANG, in order to evaluate tracking error, computational time, and multiple task performance. With the experimental results, this paper contains a deep discussion about the effectiveness and limitations of each algorithm.

잠입 액션 게임은 크게 적을 공격해 잠입하거나 적의 시야를 회피하는 두 가지 방식으로 진 행된다. 최근의 잠입 액션 게임은 높은 액션의 비중으로 전면대결의 빈도가 높아져 다른 액션 게임 장르와의 경계가 흐려졌다. 본 논문에서는 플레이어를 약자의 위치에 두어 액션을 이용한 잠입이 아닌 회피를 이용한 잠입을 주된 특징으로 하는 게임을 제작하고 그 제작과정을 기술한 다. 회피를 위한 주요 요소로 빛을 선택해 적의 시야를 차단하여 회피하는 것을 주된 플레이 방법으로 삼았고 액션 요소를 추가하기 위해 다양한 프로토타입을 제작하여 테스터들에게 플레 이하도록 하는 플레이 테스트를 거쳤고, 그 결과 제한된 상황에서의 액션이 선택되었으며, 잠입 에 영향을 주는 사용자 인테페이스 중 미니맵, 입력 장치가 추가, 수정되었다. 잠입을 이용한 게임 제작 시 결정된 여러 사항들을 살펴보고 그 결정과정의 경험을 기술한다.

Purpose: This study examined the moderated mediation effect of self-efficacy in the relationships among students' temperament, emotion, and class engagement in physical education settings. Methods: Middle school students (N=407, 226 males, 181 females) completed measures of approach and avoidance temperament, negative and positive emotions, self-efficacy, and engagement in class. Results: The result of multiple regression analysis showed that positive and negative emotions partially mediated the relationship between approach temperament and engagement in class. The mediating effect of negative emotions in the relationship between avoidance temperament and engagement in class were moderated by students' self-efficacy. More specially, students with high self-efficacy protected from the detrimental impact of avoidance temperament on engagement, compared students with low self-efficacy. Conclusion: These findings suggest that students' level of self-efficacy lead a more adaptive emotional and behavioral outcomes in physical education settings.

Purpose: The purpose of this study was to test the mediating effects of athletic identity and approach-avoidance motivation on relations between controlling coach behaviors perceived by adolescent athletes and athletic burnout from the perspective of the Self-Determination Theory(Deci & Ryan, 1985). Methods: The subjects include 407 middle and high school athletes(boys=220, girls=187) attending an athletic or general middle and high school in the Seoul metropolitan region and Chungcheong Province. Collected data were put to the fitness test of the overall model and hypothesis test with SPSS 18.0 and AMOS 18.0. Results: The findings were as follows: first, athletic identity turned out to have mediating effects on relations between controlling coaching behaviors and athletic burnout. Second, the mastery-approach and performance-avoidance of approach-avoidance motivation had mediating effects on relations between controlling coaching behaviors and athletic burnout. Finally, both athletic identity and the mastery-approach, performance-approach, and performance-avoidance of approach-avoidance motivation had mediating effects on relations between controlling coaching behaviors and athletic burnout. Conclusion: Those findings show that coaches' controlling coach behaviors induce negative athletic identity and avoidance motivation and thus facilitate athletic burnout.

The concept of the satellite formation flight is area where it is actively study with expandability and safety compare to existing satellite. For execution of duty with more safety issue, it needs to consider hot topic of space debris for operation of formation flight. In this paper, it suggests heuristic algorithm to have avoidance maneuver for space debris towards operating flight formation. Indeed it covers, using common software, operating simulation to nearest space environment and not only to have goal of avoidance but also minimizing the usage of fuel and finding optimization for maximizing cycle of formation flight. For improvement on convergence speed of existing heuristic algorithm, it substitute to hybrid heuristic algorithm, PSOGSA, and the result of simulation, it represents the satisfaction of minimum range for successful avoidance maneuver and compare to not using avoidance maneuver, it keeps more than three times of formation maintenance performance. From these, it is meaningful results of showing several success goals like simple avoidance collision and fuel usage and decreasing number of times of maintaining formation maneuver.