• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.11a
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• pp.542-545
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• 2004

The vibration reduction process for the driver comfort of a forklift truck is studied in this study since the related driver comfort is a primary design target in the vehicle design recently. However, the underlying study for a vibration analysis regarding to the driver comfort is still an element stage. Thus, a preceding large work has to be needed to apply the CAE technology for the detail vehicle design, and it prevents the vehicle optimal design. To reduce the proceeding large works, the evaluated process and required data are comply with the accumulated trouble shooting experiences in this study. Since the driver comfort is a human related problem, the human vibration index associated with analysis vibration result is additionally introduced as a driver comfort judgement value.

• Journal of the Ergonomics Society of Korea
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• v.28 no.2
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• pp.27-34
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• 2009

The purpose of this study was to evaluate aging (young and old), gender (male and female), and handle shape effects on grip force, finger force, and subjective comfort. Four handle shapes of A, D, I, and V were implemented by a multi-finger force measurement (MFFM) system which was developed to measure every finger force with different grip spans. Forty young (20 males and 20 females) and forty old (20 males and 20 females) subjects participated in twelve gripping tasks and rated their comfort for all handles using a 5-point scale. Grip forces were calculating by summation of all four forces of the index, middle, ring and little fingers. Results showed that young males (283.2N) had larger gripping force than old males (235.6N), while young females (151.4N) had lower force than old females (153.6N). Young subjects exerted the largest gripping force with D-shape due to large contribution of the index and middle fingers and the smallest with A-shape; however, old subjects exerted the largest with I-shape and the smallest with V-shape due to small contribution of the ring and little fingers. As expected, the middle finger had the largest finger force and the little finger had the smallest. The fraction of contribution of index and ring fingers to grip force differed among age groups. Interestingly, young subjects provided larger index finger force than ring finger force, whereas old subjects showed that larger ring finger forces than index finger force in the griping tasks. In the relationship between performance and subjective comfort, I-shape exerting the largest grip force had less comfort than D-shape producing the second largest grip force. The findings of this study can provide guidelines on designing hand tool handle to obtain better performance as well as users' comfort.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2011.06a
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• pp.1557-1558
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• 2011

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.5
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• pp.3573-3578
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• 2015

Transition curves are located between curve and straight section in railway. These transition curves are vulnerable to the ride comfort of passengers and safety of a vehicle because lateral acceleration, lateral jerk and roll velocity increase as curvature and cant change along the transition curves. In this paper, ride comfort on the transition curve was calculated on the basis of lateral acceleration and roll velocity measurements. The evaluation of ride comfort was conducted according to the methodology specified in European Standard. The distribution characteristics of the comfort index were investigated for the korean conventional line from the evaluation results. The influence of the curve radius and the vehicle speed on the ride comfort index was also investigated. Finally, the relationship between ride comfort and the rate of cant changes on transition curves was analyzed.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2008.04a
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• pp.410-415
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• 2008

This paper presents review on human comfort criteria in major codes and standards for tall buildings. In general, human comfort criteria of tall buildings have been used by magnitude of wind-induced acceleration response. Two different indexes in determination of the magnitude have been used: the peak value which occurs during a period of time and the rms value averaged over this same period. These distinctive acceleration indexes are discussed in detail and each criterion is reviewed and compared. The distinctions arisen because of the different wave forms, or acceleration signatures are addressed. It is described that which index of acceleration should be adopted in establishment of Korean human comfort criteria. In addition, some arguments from a technical standpoint that favor the use of each index are presented.

• Applied Chemistry for Engineering
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• v.28 no.1
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• pp.57-63
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• 2017

In this study, we identified how the water content change in various NCO index affects the static comfort of polyurethane seat foam pad for automobiles. In order to identify factors that affect the static comfort, a static load test was performed using UTM to plot a hysteresis curve. The hardness of the foam when it was modified by 25, 65%, hysteresis loop area, hysteresis loss (%), and Sag factor were also obtained. By measuring the swelling ratio, it was confirmed that, as the water content increased in a fixed NCO index, the hardness and crosslinking density increased while the restoring force decreased due to the increase of urea bond. Also the Sag factor decreased due to the increase of surface hardness. As the NCO index increased in a fixed water content, the urethane and urea bond reacted more with isocyanate, leading to an increase in hardness and decrease in restoring force.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.7
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• pp.631-639
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• 2013

Virtual seat method(VSM) which is an evaluation method combined objective and subjective process is used in this study in order to determine seat comfort index of idle vibration of passenger vehicle. The VSM is implemented by two steps which are for objective index in the first step and for subjective estimation in the second step. In the study, two seats mounted on passenger vehicle was compared in terms of dynamic seat comfort by six subjects employed for the VSM method as well as SEAT value which is a conventional objective method. It is concluded that the dynamic comfort index by the VSM is more reliable than the SEAT value thanks to adding subjective evaluation on top of the objective result.

• Land and Housing Review
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• v.1 no.1
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• pp.19-25
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• 2010

Thermal comfort provide satisfaction of thermal environment and affects productivity of occupants in residential building. However, temperature control can not provide the thermal comfort at all the time. because thermal comfort is influenced by many environmental variables such as temperature, relative humidity, air velocity, radiation temperature, activity level and clothing insulation. The purpose of this study is that predicted mean vote(PMV) index is used as control. And, Thermal comfort is evaluated both PMV control and temperature control by simulation. Each other cases were compared, in which set-point temperatures of $22^{\circ}C$ and $24^{\circ}C$ and, set-point PMV index through the respective heating season in the simulation. The results show that PMV control is better to maintain comfort state and save energy than temperature control.

• International Journal of Automotive Technology
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• v.6 no.4
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• pp.383-390
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• 2005

This study proposes an innovative design guideline to assist the evaluation and improvement of the dynamic comfort of vehicle seating. The existing evaluation method for the comfort of vehicle seating was investigated to broach problems in evaluation. It was found that the currently existing evaluation method employs the resonance frequency of the vibration system composed of the seat and the human body and the maximum vibration transmissibility. This study proposes a design guideline aimed at the enhancement of vibration transmission characteristics above the resonance range, particularly within the range of 10-18 Hz. In order to meet this guideline, a seat was constructed out of foam having a low damping coefficient. It was then installed in a vehicle for a driving test. The driving test confirmed the improvement of the dynamic comfort of the seat. The result of evaluation of the improved seat using the SEAT index, an industry standard widely used to evaluate the dynamic comfort of a seat considering the perceptivity characteristics of the human body, showed that the perceptive vibration transmission had reduced by more than $11\%$. The effect of the modification of seat foam was also verified through a subjective assessment of dynamic comfort of the seats.

• Science of Emotion and Sensibility
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• v.16 no.3
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• pp.311-318
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• 2013

This research examined the validity of whether the PMV index-based comfort- or uncomfort-indoor environments could be classified by the facial skin temperature, one of the physiological indicator for human. To do this, we distinguished between a comfort thermal environment and an uncomfort thermal environment using the PMV value, and then facial skin temperatures were measured in both environments. As a result, the facial skin temperature of occupants were different between the comfort- and uncomfort-indoor environments. It suggested that the facial skin temperature could be used in shaping the comfortable indoor environment based on the PMV index. While this result suggested the PMV index-based on comfort and uncomfort indoor environments could not be valid, because the facial skin temperature was lower in the uncomfort thermal environment than in the comfort thermal environment.