• Proceedings of the KIEE Conference
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• 2008.10a
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• pp.151-152
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• 2008

본 논문에서는 전극간의 비틀림 각도가 아크거동에 미치는 영향을 알아보기 위해 고속카메라를 이용한 아크촬영과 아크전압측정을 동반한 전류차단시험을 실시하였다. 측정결과를 이용한 아크거동 분석결과를 각 모델에 대한 유한요소해석을 통한 로렌츠 힘 계산결과와 결부시켜 비틀림 각도가 아크거동에 미치는 영향을 분석하였다.

• Journal of Power System Engineering
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• v.13 no.1
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• pp.33-38
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• 2009

In this study, the nose of cam in the automobile engine was modelled into circular disk to analyze the torsional vibration of the cam shaft. The distance between disks was fixed, but the diameter of disks was changed. The torsional vibration of the cam shaft was studied experimentally by the motion of the modelled disk with changing the disk diameter. And the sizes of the modelled disk were selected not to show the natural frequencies over all the experimental ranges. The torsional vibration meter used in this study has a laser system with non-contact measurement method, which can measure both torsional angular vibration velocity and torsional angular vibration displacement simultaneously. The Experimental analysis shows that the characteristics of the torsional vibration in the horizontal rotating shaft can be considerably affected by the arrangement of the modelled disks.

• Korean Journal of Optics and Photonics
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• v.14 no.1
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• pp.85-91
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• 2003

Intracavity frequency doubling of a single-mode Nd:YAG laser by using a nonplanar ring cavity is demonstrated. The nonplanar ring cavity consists of a Brewster-angled Nd:YAG crystal placed in a magnetic field, a KTP crystal, and two spherical mirrors. In this design the Nd:YAG block acts as both a nonreciprocal polarization rotator and a partial polarizer, and the nonplanar portion of the ring cavity, which is formed by a relative twist angle between the Brewster-angled end surfaces of the Nd:YAG block, serves as a reciprocal polarization rotator. An eigenpolarization theory for the cavity configuration is presented and suitable values of the relative twist angle for unidirectional operation are estimated. A single-mode output power of 22 ㎽ at 532 nm and an optical to optical conversion efficiency of 1.8% are obtained with a 1.2 W diode laser at 809 nm.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.1
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• pp.1-9
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• 2018

Lambda wing type Unmanned Combat Aerial Vehicle(UCAV) which adopts Blended Wing Body(BWB) has relatively less drag and more stealth performance than conventional aircraft. However, Pitching moment is rapidly increased at a specific angle of attack affected by leading edge vortex due to leading edge sweep angle. Wind tunnel testing and numerical analysis were carried out with UCAV 1303 configuration on condition of 50 m/s of flow velocity, $-4^{\circ}{\sim}28^{\circ}$ of the range of angle-of-attack. The effect of wing twist for longitudinal stability at the various angles of attack was verified in this study. When negative twist is applied on the wing, Pitch-break was onset at higher angle of attack due to delayed flow separation on outboard of the wing. On the other hand, pitch-break was onset at lower angle of attack and lift-to-drag ratio was increased when positive twist is applied on the wing.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.8 no.2
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• pp.125-133
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• 1988

To establish the rational design method, it is very important that predict accurately load-deformation response on reinforced concrete members. Torque-twist curves of reinforced concrete members in pure torsion were proposed recently by Collins and Hsu, etc. But, it is found that torsional strength of reinforced concrete members based on Hsu's theory is underestimated in the over-all load region except the ultimate state. In this paper, an attempt is made to present the higher-precision of torsional strength on arbitrary loading condition. For this purpose, constitutive equations are derived from which an estimate can be made of the torsional behavior of reinforced concrete members under the pure torsion. Tension stiffness of concrete in both the cracked and uncracked state have been considered. A softening effect that reduces the strength of the concrete by the diagonal cracking of concrete have been appropriately deliberated. Particularly, the experiments was done with 14 test beams to investigate the validity of theoretical analysis.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.739-744
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• 2017

Elastic deformation and fatigue damage can cause the permanent deformation of a kart's frame during turning, affecting the kart's driving performance. A kart's frame does not contain any suspension or differential devices and, therefore, the dynamic behavior caused by torsional deformation when driving along a curve can strongly affect these two kinds of deformations. To analyze the dynamic behavior of a kart along a curved section, the GPS trajectory of the kart is obtained and the torsional stress acting on the kart-frame is measured in real time. The mechanical properties of leisure and racing karts are investigated by analyzing their material properties and conducting a tensile test. The torsional stress concentration and frame distortion are investigated through a stress analysis of the frame on the basis of the obtained results. Leisure and racing karts are tested in each driving condition using driving analysis equipment. The behavior of a kart when being driven along a curved section is investigated through this test. Because load movement occurs owing to centrifugal force when driving along a curve, torsional stress acts on the kart's steel frame. In the case of a leisure kart, the maximum torsional stress derived from the torsional fatigue limit was found to be 230 MPa, and the torsional fatigue limit coefficient was 0.65 when driving at a speed of 40 km/h. Furthermore, the driving elements during the cornering of a kart were measured based on an actual auto-test after installing a driving measurement system, and the driving behavior of the kart was analyzed by measuring its vertical displacement.

• The Journal of Korean Academy of Prosthodontics
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• v.52 no.2
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• pp.105-112
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• 2014

Purpose: The aim of present investigation was to find out the influence of several times iatrogenic mobilization in the initial stage of implant installation on bone-implant osteointegration. Materials and methods: The experimental implants (3.75 mm in diameter, 8.0 mm in length) were made of commercially pure (Grade IV) titanium, and were treated with RBM ($MegaGen^{(R)}$: Ca-P) on lower 4.0 mm part. Only lower part of implant was inserted to bone and the implants were nonsubmerged. The 130 implants (two in each tibia) were inserted into the monocortical tibias of 33 rabbits which each weighed more than 3.5 kg (Female, New Zealand White). According to the removal torque interval, the groups were divided into 13 groups, group I (1 day), group II (1 day + 2 days), group III (1 day + 2 days + 3 days), group IV (1 day + 2 days + 3 days + 4 days), group V (2 days), group VI (2 days + 4 days), group VII (2 days + 4 days + 6 days), group VIII (2 days + 4 days + 6 days + 8 days), group IX (4 days), group X (4 days + 7 days), group XI (4 days + 7 days + 10 days), group XII (4 days + 7 days + 10 days + 14 days) and control group. In the control group, the removal torque was measured at 8 weeks with a digital torque gauge (Mark-10, USA). In the experimental groups, the removal torque was given once, twice, three times or four times by experiment design before the final removal torque and the value was measured each time. The implants were then screwed back to their original positions. All the experimental groups were given a final healing time of 8 weeks after placement, in which values were compared with the control groups and the 1st, 2nd, 3rd or 4th removal torque values in each experimental group. Results: In comparison of the final removal torque tests among experimental groups, the removal torque value of experimental groups except group XII were not statistically different that of control group. And the values of group I and II were significantly higher than the values of group VI, VIII, X, XI, and XII. In addition, the values of group III, IV, and V were significantly higher than group XI and XII. In comparison of the removal torque in the each experimental group, the final removal torque were significantly higher in all groups except group VIII, X, XI, and XII. Conclusion: If sufficient healing time was allowed, a few mobilization of fixture at the very early stage after the implant placement in the rabbits didn't interrupt the final bone to implant osseointegration.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1996.04a
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• pp.376-383
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• 1996

보(beam)는 기계 구조 및 항공 우주 구조물의 기본적인 요소로서, 특히 큰 동적 거동을 하는 경우는 비선형성이 두드러지게 나타나는 것으로 알려져 있고[4], 헬리콥터의 회전날개(rotor blade)나 두께가 얇은 고속회전 축등의 경우에는 비틀림(torsion)과 굽힘(bending) 운동이 비선형 연성되어 나타나게 된다. 이러한 비선형 연성 효과를 갖는 경우에는 운동의 양상이 복잡하게 전개된다. 따라서 본 연구에서는 비선형 연성운동이 생기는 이러한 단순 외팔보에 대해 비선형 진동 특성을 파악하고 각 비틀림(internal resonance)현상[5]에 따른 정상상태 진폭 응답의 해석을 그 목적으로 한다.

• The Journal of Korean Academy of Prosthodontics
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• v.50 no.3
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• pp.149-155
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• 2012

Purpose: The purpose of this study was to investigate the influence of mobilization on bone-implant interface prior to osseointegration of fixtures. Materials and methods: The experimental implants (3.75 mm in diameter, 4.0 mm in length) were made of commercially pure (Grade IV) titanium, and were treated with RBM ($MegaGen^{(R)}$: Ca-P). The 80 implants (two in each tibia) were inserted into the monocortical tibias of 20 rabbits which each weighed more than 3.5 kg (Female, New Zealand White). According to the removal torque interval, the groups were divided into 10 groups, Group I (6 wks), Group II (4 days+6 wks), Group III (4 days+1 wk+6 wks), Group IV (1 wk+6 wks), Group V (1 wk+1 wk+6 wks), Group VI (2 wks+6 wks), Group VII (2 wks+ 1 wk+6 wk), Group VIII (3 wks+6 wks), Group IX (3 wks+1 wk+6 wks) and Group X (10 wks). The control groups were Group I and X, the removal torque was measured at 6 wks and 10 wks with a digital torque gauge (Mark-10, USA). In the experimental groups, the removal torque was given once or twice before the final removal torque and the value was measured each time. After which, the implants were put back where they had been except the control groups. All the experimental groups were given a final healing time (6 wks) before the final removal torque test, in which values were compared with the control groups and the 1st and/or 2nd removal torque values in each experimental group. Results: In the final removal torque tests, the removal torque value of Group X (10 wks) was higher than that of Group I (6 wks) in the control groups but not statistically different. There were no significant differences between the experimental groups and control groups (P>.05). In the first removal torque comparison, the experimental groups (4 days or 1 wk) values were significantly lower than the other experimental groups (2 wks or 3 wks). In the comparison of each experimental group according to healing time, the final removal torque value was significantly higher than the 1st torque test value. Conclusion: Once or twice mobilization of fixture prior to osseointegration did not deter the final bone to implant osseointegration, if sufficient healing time was given.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1994.04a
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• pp.76-81
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• 1994

승용차에 있어 엔진의 공회전시나 주행중에 발생하는 여러 형태의 진동 및 소음의 저감은 승차감 및 차량의 안정성에 있어 중요한 과제가 되고 있다. 이러한 소음, 진동은 주로 엔진에서 발생하는 토크의 비주기적인 변동성분이 클러치(clutch), 변속기(transmission), 구동축을 거쳐 바퀴로 전달되는 과정에서 발생한다. 셔플(shuffle)은 주행중 가속페달(accelerator)을 급조작(tip-in, tip-out)하였을 때 차량이 전후로 과도적으로 울렁거리는 종진동 현상을 말하며, 이것은 가속페달의 급조작으로 인해 엔진토크가 큰 변동을 일으키고, 동력전달계를 통해 타이어에 전달된 이 토오크는 타이어축에서 구동측으로 역토오크를 발생시키기 때문에 발생한다. 여기서 팁-인(tip-in)이란 승용차를 저속으로 운전하다가 갑자기 가속페달을 밟는 경우를 말하며, 팁-아웃(tip-out)은 반대로 고속상태에서 갑자기 가속페달을 떼는 경우를 말한다. 실험과 시뮬레이션을 사용한 자동차 동력전달계의 비틀림 진동에 대한 연구는 이미 여러 연구자들에 의해 보고되었다. H.Arai은 2자유도 비선형 모델을 사용하여 클러치 접속시 발생하는 외란과 계의 안정성을 고려하여 시뮬레이션을 수행하였고, M.Kataoka는 기어의 공차(clearance)를 고려한 변속기의 강제 비틀림 진동을 실험과 시뮬레이션을 통하여 해석하였다. 그리고, Wu Hui-Le는 자동차 동력전달계의 비틀림 진동 현상을 실험과 이론적인 계산을 통해 연구하였고, R.J.Comparin는 치타음의 발생구조와 특성을 고찰하고 비서형 비틀림 공진 저감에 의한 치타음 저감 기법에 대하여 연구하였다. 또한 G.J.Fudala는 다자유도 모델을 이용하여 클러치의 비틀림 특서엥 따라 주파수분석을 수행하여 치타음 저감 방법을 연구하였고, T.Sakai는 5자유도 모델을 이용하여 엔진 공회전시 발생하는 치타음에 대해 이론과 실험을 통해 해석하고, 엔진 회전수 변동, 클러치 특성, 변속기의 드래그(drag) 토크의 영향과 치타음 저감을 위한 개선된 클러치 특성을 제시하였다. 이 외에도 Thomas C.T.와 E.P.Petkus는 특정 차량에 대한 동력전달계의 비틀림 진동 현상에 대해 연구하였다. 이러한 연구들로 볼 때, 자동차 동력전달계에서 발생하는 진동은 이론과 실험을 통해 그 해석이 가능하며 설계에 매우 유용하게 이용되고 있음을 알 수 있다. 따라서, 본 연구는 4 실린더 4 싸이클 1.5 L 엔진을 장착한 경승용차의 실차 주행실험을 통해 가속 페달의 급조작에 따른 차체의 종진동 현상을 측정하고, 엔진-변속기-타이어-차체의 반환정계 4자유도 진동모델로 시뮬레이션을 수행하여 실차 주행실험의 결과치와 비교, 분석한 후 클러치 비틀림 특성을 비롯한 자동차 동력전달계의 각 설계인자들이 차체의 종진동에 어떠한 영향을 미치는가를 해석하고자 한다.