Synthesis and Shuttling Behavior of Rotaxanes Consisting of Crown Ether Wheel and Disulfide Dumbbell with Two Ammonium Centers

Furusho, Yoshio,Sanno, Ryoko,Oku, Tomoya,Takata, Toshikazu Korean Chemical Society 2004 Bulletin of the Korean Chemical Society Vol.25 No.11

Several [2]- and [3]rotaxanes bearing some functional groups on their wheel components and spacers with different lengths between two ammonium centers on their dumbbell components were prepared in good yields from dibenzo-24-crown-8-ether derivatives and dumbbell-shaped bis(sec-ammonium salt)s having a centrally located disulfide linkage, by utilizing the reversible thiol-disulfide interchange reaction. The shuttling behaviors of the [2]rotaxanes were investigated by $^1H$ NMR by use of the spin polarization transfer-selective inversion recovery technique. It was found that the change in spacer length in the axle resulted in a drastic change in shuttling rate of the [2]rotaxanes, although the introduction of the functional groups to the wheels did not affect the shuttling behavior at all.

Synthesis and Shuttling Behavior of Rotaxanes Consisting of Crown Ether Wheel and Disulfide Dumbbell with Two Ammonium Centers

Yoshio Furusho,Ryoko Sanno,Tomoya Oku,Toshikazu Takata* 대한화학회 2004 Bulletin of the Korean Chemical Society Vol.25 No.11

Development of Rehabilitation Robot System with Functional Fluid Devices for Upper Limbs

Junji Furusho,Ken’ichi Koyanagi,Ushio Ryu,Akio Inoue,Kunihiko Oda 한국과학기술원 인간친화 복지 로봇 시스템 연구센터 2003 International Journal of Assistive Robotics and Me Vol.4 No.2

  New training methods and exercises on upper limb rehabilitation are made possible by application of robotics and virtual reality technology. The technology also makes quantitative evaluations to enhance the qualitative effect of training. However, rehabilitation systems applying training within a three-dimensional to upper limbs have not been in practical use. The authors had earlier developed 2-DOF (degrees of freedom) rehabilitation robot systems. Lately, they have involved in a project managed by NEDO, “Rehabilitation System for the Upper Limbs and Lower Limbs,” and developed a 3-DOF exercise machine for upper limb (EMUL). In this paper, the authors report on the 2-DOF systems and their application for rehabilitation. They also present the development of EMUL with an example of software for motion exercise training. Particularly discussed is the functional fluid device that ensures the mechanical safety.

Study on Avoidance from Dispute about Landfill Constrution in Japan

Kaya Furusho,Sotaro Higuchi,Tomomi Tsukiyama,Minoru Kisaki 한국폐기물자원순환학회 2003 한국폐기물자원순환학회 학술대회 Vol.2003 No.1

Study on Avoidance from Dispute about Landfill Constrution in Japan

( Kaya Furusho ),( Sotaro Higuchi ),( Tomomi Tsukiyama ),( Minoru Kisaki ) 한국폐기물자원순환학회(구 한국폐기물학회) 2003 한국폐기물자원순환학회 추계학술발표논문집 Vol.2003 No.-

Strategic Identification of Unsafe Actions That Characterize Accidents on Ships

Rivai, Haryanti,Furusho, Masao Korean Institute of Navigation and Port Research 2013 한국항해항만학회지 Vol.37 No.5

Seafarers are one of the main engines driving economic growth in the maritime sector. The International Maritime (IMO) Organization estimated that there were approximately 1.5 million seafarers around the world engaged in international trade in 2012. Data have shown that human casualties in maritime accidents around Japan have shown an increasing trend over the last ten years. One cause is human error, which is inseparable from the human element that influences mariner's decisions and actions. The Personal Identification (PIN) Safe method is one way to systematically identify substandard and unsafe actions by considering the error taxonomies associated with various scenarios for a maritime system. The results are based on analysis of the role of the human element in commonly reported unsafe actions when interacting with equipment and other systems. Furthermore, patterns of influencing shaping factors were observed on the basis of data processing; the aim of this study was to promote safety culture and provide an opportunity to improve safety at sea.

Strategic Identification of Unsafe Actions That Characterize Accidents on Ships

Haryanti RIVAI,Masao FURUSHO 한국항해항만학회 2013 한국항해항만학회지 Vol.37 No.5

Seafarers are one of the main engines driving economic growth in the maritime sector. The International Maritime (IMO) Organization estimated that there were approximately 1.5 million seafarers around the world engaged in international trade in 2012. Data have shown that human casualties in maritime accidents around Japan have shown an increasing trend over the last ten years. One cause is human error, which is inseparable from the human element that influences mariner’s decisions and actions. The Personal Identification (PIN) Safe method is one way to systematically identify substandard and unsafe actions by considering the error taxonomies associated with various scenarios for a maritime system. The results are based on analysis of the role of the human element in commonly reported unsafe actions when interacting with equipment and other systems. Furthermore, patterns of influencing shaping factors were observed on the basis of data processing; the aim of this study was to promote safety culture and provide an opportunity to improve safety at sea.

Analysis of Collision at Sea using Human Error Assessment and Reduction Technique (HEART)

Ludfi Pratiwi BOWO,Masao FURUSHO 국제이네비해양경제학회 2019 International Journal of e-Navigation and Maritime Vol.13 No.1

Despite the maritime industry’s significant role in the global economy, maritime accidents are a threat to life at sea and maritime economic performance. Furthermore, the human factor still accounted for as the main factor causing maritime accidents. Every year, many maritime accidents occur in Japan and Hong Kong, with collisions being the most common. In this study, Human Error Assessment and Reduction Technique (HEART) method is applied to the collisions data to identify the common mistakes committed by seafarers by determining the generic task, error-producing conditions and the value of Human Error Probability (HEP). This study aims to find the causes of collision in Japan and Hong Kong, compare them between the two countries, and apply HEART methodology to various maritime accidents. The data was sourced from the maritime accident data report of the Japan Transportation and Safety Board and the Government of the Hong Kong Special Administrative Region of the Marine Department from 2008 to 2016. There are 27 collision cases for Japan and 21 for Hong Kong. In general, human error is the most common factor leading to collisions. In conclusion, in Japan’s collision assessment, fairly simple tasks performed rapidly or with scant attention are identified as the most common generic task. However, in Hong Kong, most of the accidents occur during complex tasks. Japan has 101 EPCs for 27 cases while there are 115 EPCs for 21 cases that occurred in Hong Kong. Both Japan and Hong Kong have the time shortage, inadequate checking of progress, and poor information exchange among seafarers on the bridge as the common error-producing conditions occurred.

Zircon U-Pb and Lu-Hf ages of the Jurassic granites, Southwest Japan: A key for the tectonic correlation between Korea and Japan

Kenta Kawaguchi,Chang Whan Oh,Masaya Furusho,Satoshi Shibata 대한지질학회 2021 대한지질학회 학술대회 Vol.2021 No.10

Tectonic correlation between the Korean Peninsula and the Japanese Islands have long been discussed, but is still under debate and a challenging issue. This is because the limited occurrences of the correlatable rock units between them. The basement of the Korean Peninsula and the Japanese Islands are markedly different; Precambrian basement is dominant in the Korean Peninsula, while the Phanerozoic accretionary orogen is dominant in the Japanese Islands. However, the Jurassic granitoids is one of the common rock types between them. In this study, we focus on the Jurassic granitoids with figuring out the paleo-geographical position of the Japanese Islands along the erstwhile Korean Peninsula. The zircon U-Pb age dating of the 10 cm scale granite pebbles within the Cenozoic sedimentary sequence in the Noto Peninsula, the less studied area of northern part of the Hida Belt, revealed the weighted average ages of 183.6 ± 1.0 Ma (MSWD = 2.0, n = 25), 183.6 ± 1.1 Ma (MSWD = 2.0, n = 27), and 182.8 ± 1.4 Ma (MSWD = 2.6, n = 24). Zircon CL images, REE pattern, and Th/U ratio suggest that the obtained weighted average ages are the magmatic crystallization timing. Whole-rock geochemical data shows the moderately enriched LREE pattern with the weak Eu and Ce anomalies. In the primitive mantle-normalized multielement diagram, the granitoids display negative anomaly of the HFS elements such as Nb, Ta, P, and Ti. These geochemical features indicate that the 184–183 Ma granites were formed under the subduction related arc tectonic setting. Together with the previously reported data, the Jurassic granitoids in the Hida Belt show the age between 200–180 Ma and yield the arc tectonic setting. In the Korean Peninsula, Jurassic granitoids so-called “Daebo granites” (200–160 Ma) are widespread and formed under the arc tectonic setting. However, they show a clear selective trend in which the ~200–180 Ma granitoids are dominant in the southeastern (the Gyeongsang Basin and Yeongnam Massif) and northeastern (the Tumangang Belt) parts of the Korean Peninsula, while the later stage 180–160 Ma granitoids show the wide distribution on the continental side of the 200–180 Ma arc with northwest- and west-ward younging trend in the southern and northeastern parts of the Korean Peninsula (e.g., Kawaguchi and Oh, 2021). Considering those, the Hida Belt was located within the missing part of the 200–180 Ma arc belts between those developed in the southeastern and northeastern parts of the Korean Peninsula. Zircon Lu-Hf isotopic analysis of the 184–183 Ma granites revealed the εHf(t) values of –3 to +5 (an average of +1.4) in all the three dated samples. From the previous study, εHf(t) of zircon from the Early Jurassic granitoids (~200–180 Ma) in the Gyeonggi Massif and Ogcheon Belt show the negative values of ~–30 to –5, whereas those of the eastern part of the Yeongnam Massif yield the higher values of –5 to +10 (Lee et al ., 2016; Jo et al ., 2018; Cheong et al ., 2020). These isotopic features indicate that the 184–183 Ma Hida granites show the similar characteristics with those of the granitoids in the eastern part of the Yeongnam Massif. In addition, earliest to early Late Triassic zircons from the deformed granitic rocks in the Noto Peninsula area show the zircon εHf(t) value of –4.5 to –0.5 (an average of –2.0). These values are well matched to those of the Permo–Triassic granitoids in the Yeongnam Massif (Lee et al ., 2016). This study suggests that the zircon ages and εHf(t) values of the Hida granites show the common characteristics with the granitoids in the eastern part of the Yeongnam Massif. However, zircon εHf(t) value of the eastern part of the Gyeonggi Massif and the Taebaeksan Basin area are unclear, so the study in that area should have a key for further correlation between the Jurassic arc magmatism in the Korean Peninsula and the Japanese Islands.

REDUCTION OF PREVIEW DISTANCE IN LANE-KEEPING CONTROL

Keisuke Kazama,Kohei Nishizaki,Yuta Shirayama,Hiroyuki Furusho,Hiroshi Mouri 한국자동차공학회 2017 International journal of automotive technology Vol.18 No.4

Lane marker detection is indispensable for a lane-keeping-control algorithm. However, it is impossible to detect lane markers when the curvature of the lane the vehicle is travelling on is large or when there is another car in front of the vehicle with short distance. For lane marker detection, it is desirable to set a preview point close to the vehicle. Therefore, by analyzing the block diagram of driver-vehicle system, we propose a method to reduce preview distance without lane tracking performance deterioration by increasing preview points from the conventional one point to two points. Furthermore, it is revealed that driving along a corner with constant curvature without steady-state deviation and arbitrary design of tracking dynamic characteristics become possible by increasing preview points.