• Transactions of the Korean Society of Mechanical Engineers A
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• v.41 no.2
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• pp.111-119
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• 2017

This paper presents a method to determine the rear steering angle in integrated chassis control with electronic stability control (ESC) and rear wheel steering (RWS). A control yaw moment needed to stabilize a vehicle should be distributed into the tire forces generated by the ESC and RWS. Weighted pseudo-inverse control allocation (WPCA) is adopted to determine the tire forces. Four methods are proposed to calculate the rear wheel steering angle. To validate the proposed methods, a simulation is performed using a vehicle simulation software package, CarSim. The simulation results show that the proposed method for determining the rear wheel steering angle improves the performance of the integrated chassis control.

• Journal of Biosystems Engineering
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• v.25 no.3
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• pp.179-186
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• 2000

Interactions between wheel lug surfaces and soil were analyzed through wheel motion. In this paper, lug surfaces such as trailing and leading lug sides and a lug face were analyzed and reported. The interactions between the surfaces and soil were expressed as the horizontal and vertical directions of resultant forces acting on the surfaces. There analysis indicated qualitatively that (1) the trailing lug side is mainly related to produce motion resistance and reaction to dynamic load, (2) the lug face is related to produce not only the motion resistance, the reaction to the dynamic load but also the traction and (3) the leading lug side is mainly related to produce the traction and the reaction to the dynamic load. Experiments were conducted to prove the results of the motion analysis. Normal and tangential forces acting on the surfaces were measured, and the traction, the motion resistance and the reaction to the dynamic load were calculated with wheel rotational and lug design angles. The experiments proved that the results of wheel motion analyses above mentioned as (1), (2) and obtained from the analysis were correct.

• Journal of Korean Academy of Nursing
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• v.45 no.3
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• pp.459-468
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• 2015

Purpose: The purpose of this study was to investigate the effects of Wheel of Wellness counseling on wellness lifestyle, depression, and health-related quality of life in community dwelling elderly people. Methods: A parallel, randomized controlled, open label, trial was conducted. Ninety-three elderly people in a senior welfare center were randomly assigned to two groups: 1) A Wheel of Wellness counseling intervention group (n=49) and 2) a no-treatment control group (n=44). Wheel of Wellness counseling consisted of structured, individual counseling based on the Wheel of Wellness model and provided once a week for four weeks. Wellness lifestyle, depression, and health-related quality of life were assessed pre-and post-test in both groups. Results: Data from 89 participants were analyzed. For participants in the experimental group, there was a significant improvement on all of the wellness-lifestyle subtasks except realistic beliefs. Perceived wellness and depression significantly improved after the in the experimental group (n=43) compared to the control group (n=46) from pre- to post-test in the areas of sense of control (p =.033), nutrition (p =.017), exercise (p =.039), self-care (p <.001), stress management (p =.017), work (p =.011), perceived wellness (p =.019), and depression (p =.031). One participant in the intervention group discontinued the intervention due to hospitalization and three in the control group discontinued the sessions. Conclusions: Wheel of Wellness counseling was beneficial in enhancing wellness for the community-dwelling elderly people. Research into long-term effects of the intervention and health outcomes is recommended.

• Transactions of the Korean Society of Automotive Engineers
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• v.6 no.2
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• pp.129-143
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• 1998

The vibrations of steering wheel are required to be reduced for convenient ride quality and good controllability. This phenomenon, vibration of steering wheel, is occured by interaction with suspension system, steering system, vehicle body, engine/transmission and tire complicately. But reviewing the current research activities, most researches are performed for the vibration analysis of steering wheel with a simple model, and mot easy to be applied to the variation of each component element connected with steering system as well as that of the steering system. In this study, suspension system and steering system are modelled by the T.L.H. coordinate system which is usually used by a passenger car maker. Also, rigid body motions of engine and elastic motions of vehicle body in the previous study are considered. Derive the equation of motion in 29 d.o.f. and the vibration of steering wheel is analyzed numerically and verify the midelling of steering system by comparison with test results for real car. And then, the optimal design values of the engine mount system obtained from the previous study are applied to the verified steering system model and investigate the effects of various engine mount design values on the vibration of steering wheel.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.3
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• pp.12-18
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• 2014

This paper describes about the development of new concept's rear wheel guards for the reduction of Road Noise in the passenger vehicle using test. The new wheel guards are proposed by various frequency chamber concept and different textile layers concept. Two wheel guards were verified by small cabin resonance test and vehicle test. Through new developing process without vehicle test, Result of road noise will be expected when new concepts and materials of wheel guard is applied into automotive vehicle. As a result of the application of Aimed Helmholtz and Multi-layers concept, this paper classifies the road noise, cost and weight are reduced by new concepts and the solutions are adopted into the 2 cars.

• Plant Journal
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• v.6 no.2
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• pp.62-69
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• 2010

The stability of coal pulverizer in the 800 MW coal-fired plants is vital to maintain their performance. Thus, this study analyzed the uneven abrasion of the deflector and coal spillage due to the air velocity maldistribution in the vane wheel of a bowl-type pulverizer as it is a possible cause for problems of facility using pulverized coal. In addition, air flow in the underbowl of a bowl-type pulverizer was studied to check air velocity maldistribution in the vane wheel using numerical method. In an attempt to correct the maldistribution of air velocity, air flow of the modified duct vane was studied as enlarging the length of the duct vanes installed at the air inlet duct of the pulverizer and increasing the angle of inclination. It was found that modified duct vane make the velocity distribution at the vane wheel uniform. formed by the duct vanes installed at the air inlet duct of the pulverizer and swirling flow is the major factor in making the velocity distribution of vane wheel exit uniform. This can prevent the uneven abrasion of the deflector, which is one of the components inside the pulverizer and coal spillage.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.29 no.10 s.241
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• pp.1384-1391
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• 2005

Damage often occurs on the surface of railway wheels due to wheel-rail contact fatigue. It should be removed before reaching wheel failure, because wheel failure can cause derailment with loss of life and property. The increase or decrease of the contact fatigue lift by the metal removal of the contact surface were investigated by many researchers, but they have not considered initial residual stress and traction force. The railway wheel has the initial residual stress formed during the manufacturing process, and the residual stress is changed by thermal stress induced by braking. The traction force and residual stress are operated on wheels of locomotive and electric motor vehicle. In this study, the effect of metal removal depth on the contact fatigue life for a railway wheel has been evaluated by applying lolling contact fatigue test. The effect of the traction force and metal removal on the contact fatigue life has been estimated by finite element analysis. It has been found that the initial residual stress determines the amount of metal removal depth if the traction coefficient is less than 0.15. If the traction coefficient is greater than 0.2, however, the amount of metal removal depth is independent on the intial residual stress.

• Journal of the Korean Society for Railway
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• v.5 no.2
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• pp.118-124
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• 2002

The failure probability of wheel beyond 10$\^$7/ cycles is achieved by the strengths-stress interference model for the evaluation of fatigue strength and reliability in the wheel, From plane bending fatigue test results, the fatigue life (N$\_$f/) for the smooth and 200㎛ holed specimens can be represented as $\sigma$$\_$a/ = 1326N$\_$f/$\^$-0.10/ and $\sigma$$\_$a/ = 2894N$\_$f/$\^$-0.18/. Respectively, fatigue strength of the wheel at beyond 10$\^$7/cycles was about 332 MPa. And, the fatigue strength for the specimen with a micro hole (d=200㎛) which simulated an inclusion on the wheel surface was about 235 MPa. Thus, a micro hole (d=200㎛) caused about 30% reduction of fatigue strength of the specimen. The failure probabilities for the smooth and micro-holed specimens, derived from the strength-stress interference model, are 0.0148% and 13.05%, respectively. The current finding suggests that at least 200 ㎛ sized inclusion, which might be produced during manufacturing process, will cause a critical effect on integrity of the railway vehicle.

• International Journal of Railway
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• v.3 no.2
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• pp.60-67
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• 2010

This paper deals with an experimental study on the wheel flange climbing of railway vehicles, which is a major factor leading to derailment. An experiment is carried out on a 1/5-scale model wheelset of a truck used on a standard-gauge track, which is placed on a roller rig. The lateral external force acting on the wheelset is ramped up until derailment occurs under the condition of a fixed attack angle and wheel-load unbalance ratio. Three parameters, the height of wheel lift, the lateral force, and the wheel load acting on the outer rail, are measured until derailment occurs. From these measurements, it is possible to observe the behavior of the wheelset and to elucidate how the attack angle, the wheel-load unbalance ratio and the lateral external force affect flange-climb derailment. Then, a numerical simulation is carried out using an analytical model based on a single wheelset. As a result, the flange-climb behavior observed in the experiment can be explained theoretically on the bases of the analytical results, although further improvement of the model is desired.

• Korean Journal of Applied Biomechanics
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• v.21 no.4
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• pp.429-436
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• 2011

In this study, we have experimented with 9 players at the national delegate level. Although there were some differences in the average effects of 3 types of one-two straight movements after the application of wheel axle, there were no statistical differences in the case of surface reacting forces, electromyograms, and impact forces. When the right fist was impacted using the one-two straight movements and the wheel axle was applied with 3 segmentations, high impact forces were obtained for the pronation in the following order-72.01 $m/s^2$ (type 2), 70.93 $m/s^2$ (type 3), and 58.19 $m/s^2$ (type 1). Higher values of the surface reacting force were found for type 1 that did not exhibit pronation in the left foot, whereas in the case of the vertical direction of the right foot, type 2 with pronation exhibited higher values and impact forces. In the right electromyogram, high impact forces due to the activation of the muscular electric potential were obtained for lumbar erector (LE) spinae and triceps brachii (TB) with type 1; LE spina, latissimus dosi (LD), and upper trapezius (UT) with type 2; and brachioradialis (BR), UT, and rectus abdominal (RA) with type 3. Due to pronation and complex motions of the 3 pronation segmentations, the efficiency was higher for impacts due to one-two straight movements.