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Development of Experimental Dynamic Modification Technique for Mounted System (마운트계의 실험적 변경설계법의 개발)

  • 정의봉;조영희
    • Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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    • 1996.10a
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    • pp.351-356
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    • 1996
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An Evaluation of Loss Factor of Damping Treatment Materials for Panels of Railway Vehicles (철도차량용 패널 감쇠처리재의 감쇠계수 평가)

  • Kang, Gil-Hyun
    • Journal of the Korea Academia-Industrial cooperation Society
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    • v.20 no.4
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    • pp.489-496
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    • 2019
  • This paper is a study on the evaluation of loss factor of damping treatment materials to reduce the noise and vibration for panels of railway vehicles and automobiles. In order to determine the modal parameters of damping materials, beam excitation tests were carried out using different type PVC coated aluminum and steel base beam specimens. The specimens were excited from 10 Hz to 1000 Hz frequency range using sinusoidal force, and transfer mobility data were measured by using an accelerometer. The loss factors were determined by using integrated program, based on theories of Half Power Method, Minimum Tangent Error Method, Minimum Angle Error Method and Phase Change Method, which enable to evaluate the parameters using modal circle fit and least squares error method. In the case of lower loss factor and data of linear characteristics, any method could be applied for evaluation of parameters, however the case of higher loss factor or data including non-linear characteristics, the minimum angle error method could reduce the loss factor evaluation. The obtained dynamic properties of the coating material could be used for application of Finite Element Method analyzing the noise control effects of complex structures such as carbody or under-floor boxes of rolling stock. The damping material will be very useful to control the structural noise, because the obtained modal loss factors of each mode show very good effect on over $2^{nd}$ mode frequency range.

A Study on Development of Prototype Test Train Design in G7 Project for High Speed Railway Technology (G7 고속전철기술개발사업에서의 시제차량 통합 디자인 개발)

  • 정경렬;이병종;윤세균
    • Archives of design research
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    • v.16 no.4
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    • pp.185-196
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    • 2003
  • The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R&D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

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Distortion of the Dose Profile in a Three-dimensional Moving Phantom to Simulate Tumor Motion during Image-guided Radiosurgery (방사선수술에서 종양 움직임을 재현시킨 움직이는 팬텀을 이용하여 선량 분포의 왜곡에 대한 연구)

  • Kim, Mi-Sook;Ha, Seong-Hwan;Lee, Dong-Han;Ji, Young-Hoon;Yoo, Seong-Yul;Cho, Chul-Koo;Yang, Kwang-Mo;Yoo, Hyung-Jun;Seo, Young-Seok;Park, Chan-Il;Kim, Il-Han;Ye, Seong-Jun;Park, Jae-Hong;Kim, Kum-Bae
    • Radiation Oncology Journal
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    • v.25 no.4
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    • pp.268-277
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    • 2007
  • Purpose: Respiratory motion is a considerable inhibiting factor for precise treatment with stereotactic radiosurgery using the CyberKnife (CK). In this study, we developed a moving phantom to simulate three-dimensional breathing movement and investigated the distortion of dose profiles between the use of a moving phantom and a static phantom. Materials and Methods: The phantom consisted of four pieces of polyethylene; two sheets of Gafchromic film were inserted for dosimetry. Treatment was planned to deliver 30 Gy to virtual tumors of 20, 30, 40, and 50 mm diameters using 104 beams and a single center mode. A specially designed robot produced three-dimensional motion in the right-left, anterior-posterior, and craniocaudal directions of 5, 10 and 20 mm, respectively. Using the optical density of the films as a function of dose, the dose profiles of both static and moving phantoms were measured. Results: The prescribed isodose to cover the virtual tumors on the static phantom were 80% for 20 mm, 84% for 30 mm, 83% for 40 mm and 80% for 50 mm tumors. However, to compensate for the respiratory motion, the minimum isodose levels to cover the moving target were 70% for the $30{\sim}50$ mm diameter tumors and 60% for a 20 mm tumor. For the 20 mm tumor, the gaps between the isodose curves for the static and moving phantoms were 3.2, 3.3, 3.5 and 1.1 mm for the cranial, caudal, right, and left direction, respectively. In the case of the 30 mm tumor, the gaps were 3.9, 4.2, 2.8, 0 mm, respectively. In the case of the 40 mm tumor, the gaps were 4.0, 4.8, 1.1, and 0 mm, respectively. In the case of the 50 mm diameter tumor, the gaps were 3.9, 3.9, 0 and 0 mm, respectively. Conclusion: For a tumor of a 20 mm diameter, the 80% isodose curve can be planned to cover the tumor; a 60% isodose curve will have to be chosen due to the tumor motion. The gap between these 80% and 60% curves is 5 mm. In tumors with diameters of 30, 40 and 50 mm, the whole tumor will be covered if an isodose curve of about 70% is selected, equivalent of placing a respiratory margin of below 5 mm. It was confirmed that during CK treatment for a moving tumor, the range of distortion produced by motion was less than the range of motion itself.