• The Journal of Engineering Geology
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• v.8 no.3
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• pp.235-245
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• 1998

Adquate friction resistance is needed to prevent pavement slipperiness and to allow vehicles to stop in a reasonable distance. Performance of the aggregates is reduced over time by wear and polishing as a consequence of vehicular traffic. In this research, the objective was to develop a laboratory method to test Indiana gravel aggregates to predict field performance, and determine causes for the range of values amang gravel aggregates. The assessment of gravel sources was primarily on the basis of individual rock types and those proportions comprising the gravel. Polish and friction values were determined in the laboratory with the British Wheel and Pendulum. The gravels of this study were composed primarily of carbonate aggregates that showed considerable variability in polishing thresholds. Igneous and metamorphic constituents polished to a lesser degree and are expected to improve overall aggregate performance. Estimates of the IFV (Initial Friction Value) and PV (Polished Value) for crushed gravel samples can be made based on the percentage of rock types present in the sample. A weighted average is used to make this calculation.

• The korean journal of orthodontics
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• v.26 no.4
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• pp.341-348
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• 1996

The efficiency of maxillary canine retraction by means of sliding mechanics along an 0.016 continuous labial arch and an 0.009 inch in diameter with a lumen of 0.030 inch NiTi closed coil spring was compared with that using the same NiTi closed coil spring and Molar Anchoring Spring(MAS) which was designed by author. MAS was made of .017" X .025" TMA wire and was given 60 degree tip-back bend on the wire close to the molar tube. This study was designed to investigate molar and canine root control during retraction into an extraction site with continuous arch wire system. Two techniques were tested with a continuous arch model embedded in a photoelastic resin. A photoelastic model was employed to visualize the effects of forces applied to canine and molar by two retraction mechanics. With the aid of polarized light, stresses were viewed as colored fringes. The photoelastic overview of the upper right quadrant showed that stress concentrations were observed in its photoelastic model. The obtained results were as follows. 1. Higher concentration of compression can be seen clearly at the distal curvature of the canine and mesial curvature of the molar and premolar when NiTi closed coil spring was applied only, which means severe anchorage loss of the molar and uncontrolled tipping of the canine. 2. The least level compression was presented at the mesial root area of the molar and premolar, and mesial root area of the canine when NiTi closed coil spring and MAS were used simultaneously. Especially mesial alveolar crest region of the canine was shown moderate level of compression that means MAS can be used as a appliance for anchorage control and prevention of canine extrusion and uncontrolled tipping during canine retraction.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.12
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• pp.887-895
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• 2018

This paper presents a braking model that can be used to design the safety distance of a train control system and a train braking system to increase the volume of traffic. For the braking model, a train set (electric multiple unit composed 6 cars) was tested. The factors that can affect the braking characteristics include the friction coefficient, braking pressure, and regenerative braking. The braking pressure was classified into service and emergency braking and reflected the characteristics of the vehicle. The external force acting on the running railway car was tested in accordance with KS R 9217, and the running resistance of the train is presented in the form of a polynomial. The dynamic behavior of the train running on a straight flat line was simulated using UM 8.3. The results were validated with experimental data, and the results were reasonable. With the validated model, a stopping distance was determined according to the initial braking speed and compared with the deceleration braking model. In addition, a safety distance for the train control system could be changed according to the frictional coefficient limits. These results are expected to be useful for analyzing the dynamic behavior of trains, and for analyzing various railway environments and improving the braking performance.

• Journal of Biosystems Engineering
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• v.7 no.1
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• pp.62-72
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• 1982

이 연구(硏究)는 정백과세중(精白過稅中)에 발생(發生)하는 도정산물(搗精産物) 즉, 정백미(精白米), 미당(米糖), 쇠미등(碎米等)의 발생(發生)을 조사(調査)함으로써 현미(玄米)의 정백(精白)이 진행(進行)되는 과정(過程)을 밝히고자 함이다. 본(本) 실험(實驗)에서는 분풍마찰식(噴風摩擦式) 정미기(精米機)를 사용(使用)하였으며, 정미기(精米機)의 롤러 회전속도(回轉速度)를 850rpm으로 고정(固定)하고 출구저항(出口抵抗)은 3가지 수준(水準)으로 변화(變化)시켰다. 한편 이 실험(實驗)에 사용(使用)된 벼는 밀양 23호(號)로써 전형적인 통일계품종(品種)의 일종(一種)이다. 매순환(每循環)마다 생산(生産)되는 정백미(精白米) 및 부산물(副産物)로부터 sample를 채취(採取)하여 미당(米糖), 대소쇄미(大小碎米), 완전미(完全米) 및 도정수율(搗精收率)을 분석(分析)하였다. 실험결과(實驗結果)를 요약(要約)하면 다음과 같다. 1) 전체당층(全體糖層)의 75%가 2번째 순환이내(循環以內)에서 제거(除去)되었다. 당층제거율(糖層除去率)은 출구저항(出口抵抗)에 크게 영향(影響)을 받으며, 높은 출구저항(出口抵抗)에서 높은 당층제거율(糖層除去率)을 보였다. 2) 대쇄미(大碎米)의 발생(發生)은 대부분 정백과정(精白過程) 초기단계(初期段階)에서 이루어 졌으며, 완전미(完全米)로 부터의 새로운 쇄미발생(碎米發生)은 순환(循環)이 반복(反復)됨에 따라서 급격(急激)히 감소(減少)하였다. 출구저항(出口抵抗)과의 관계(關係)는 출구저항(出口抵抗)이 증가(增加)할수록 대쇄미(大碎米)의 발생(發生)도 증가(增加)하였다. 3) 미당집적기(米糖集積器)로부터 채취(採取)한 sample에서 측정(測定)한 소쇄미(小碎米)는 양적(量的)으로 다른 도정산물(搗精産物)에 비(比)해 적은 편이었다. 8%의 미당(米糖)이 제거(除去)된 후(後) 소쇄미(小碎米)는 현미중량(玄米重量)의 0.6% 이하(以下)로 나타났다. 4) 도정수율(搗精收率)과 완전미수율(完全未收率)은 어느 정도 출구저항(出口抵抗)의 영향(影響)을 받는 것으로 나타났다. 출구저항(出口抵抗)이 증가(增加)함에 따라서 특히 완전미수율(完全未收率)은 감소(減少)하는 경향(傾向)을 나타냈기 때문에 백미(白米)의 질적저하(質的低下)를 막기 위해 높은 출구저항(出口抵抗)(본(本) 실험결과(實驗結果)에 의(依)하면 85g/$cm^2$)을 사용(使用)하는 것은 부적당(不適當)한 것으로 사려(思慮)된다. 5) 백도계(百度計)의 측정치(測定値)와 미당제거정도(米糖除去程度)(정백도(精白度)) 사이에는 고도(高度)의 상관관계(相關關係)가 있었다. 그러므로 "KETT"제(製) 백도계(百度計)는 정백미(精白米)의 정백도(精白度)를 판명(判明)하는데 사리(使利)하게 사용(使用)될 수 있다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.4D
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• pp.539-546
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• 2011

Traffic accident collision interpretation is composed of various shapes, and speed variations working to the vehicle during collision are utilized as a very important factor in evaluating collision degrees between vehicles and safety of passengers who got in the vehicle. So, methods of interpreting results on speed variations utilizing simulation programs on the collision interpretation become necessary. By the way, reliability evaluation on each program is being required because various collision interpretations simulations are spread widely. This study utilized collision interpretation programs such as EDSMAC and PC-CRASH adopting completely different physical approaches, and then carried out collision experiments of one-dimensional front and two-dimensional right angle while changing values of a lot of collision factors such as vehicle's weight, center of gravity, rolling resistance, stiffness coefficient, and braking forces among early input conditions. Also, the study recognized effects of collision factors to speed variations as output results during crashing. As a result of this research, two simulation programs showed same speed variations together on the vehicle's weight, center of gravity, and braking forces. Stiffness coefficient of the vehicle reacted to EDSMAC only, and rolling resistance coefficient did not affect any particular influences on speed variations. However, there appeared a bit comparative differences from the speed variation's values, and this is interpreted as responding outcomes by applying fixed properties values to each simulation program plainly. Therefore, reliability on analysis of traffic accident collisions shall be improved by doing speed analysis after taking the fixed value of simulation programs into consideration.

• Composites Research
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• v.14 no.3
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• pp.18-31
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• 2001

Interfacial and microfailure properties of the modified steel, carbon and glass fibers/cement composites were investigated using electro-pullout test under tensile and compressive tests with acoustic emission (AE). The hand-sanded steel composite exhibited higher interfacial shear strength (IFSS) than the untreated and even neoalkoxy zirconate (Zr) treated steel fiber composites. This might be due to the enhanced mechanical interlocking, compared to possible hydrogen or covalent bonds. During curing process, the contact resistivity decreased rapidly at the initial stage and then showed a level-off. Comparing to the untreated case, the contact resistivity of either Zr-treated or hand-sanded steel fiber composites increased to the infinity at latter stage. The number of AE signals of hand-sanded steel fiber composite was much more than those of the untreated and Zr-treated cases due to many interlayer failure signals. AE waveforms for pullout and frictional signals of the hand-sanded composite are larger than those of the untreated case. For dual matrix composite (DMC), AE energy and waveform under compressive loading were much higher and larger than those under tensile loading, due to brittle but well-enduring ceramic nature against compressive stress. Vertical multicrack exhibits fur glass fiber composite under tensile test, whereas buckling failure appeared under compressive loading. Electro-micromechanical technique with AE can be used as an efficient nondestructive (NDT) method to evaluate the interfacial and microfailure mechanisms for conductive fibers/brittle and nontransparent cement composites.