• Restorative Dentistry and Endodontics
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• v.36 no.1
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• pp.37-49
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• 2011

Objectives: The aim of this study was to evaluate the surface color of indirect resin restoration according to the layering placement of different shade of incisal composite. Materials and Methods: In this study, CIE $L^*a^*b^*$ value of 16 Body composite of Tescera ATL (Bisco, Schaumburg IL,USA) was measured by spectrophotometer (NF999, Nippon Denshuku, Japan), and compared to CIE $L^*a^*b^*$ value of Vitapan shade guide. Nine shade Incisal composite of Tescera ATL were buildup to 1 mm thickness on Body composites inlay block, and CIE $L^*a^*b^*$ value was measured. Incisal composite was ground to 0.5 mm thickness and CIE $L^*a^*b^*$ value was re-measured. Color difference between Body composite and Incisal composites layered on Body composite was calculated as a function of thickness. Results: Color difference between corresponding shade of Tescera Body composite and Vitapan shade guide was from 6.88 to 12.80. $L^*$ and $b^*$ value was decreased as layering thickness of Incisal composite on Body composite was increased. But, $a^*$ value did not show specific change tendency. Conclusions: Surface color difference between Body composites and Incisal composites layered on Body composite was increased as the layering thickness of Incisal composite increased (p < 0.05).

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.22 no.4
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• pp.335-343
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• 2012

As a matter of fact, it has been not allowed to modify the shape of a vehicle body skeleton since the technical definition for the structure was fixed and the corresponding molds were developed. By the way, if it is available to apply an alternative to reinforce the skeleton without changing its mold, it must be much flexible to improve the performance qualities relevant to not only NVH(noise, vibration and harshness) but also crash and durability. Recently, a solution of so-called composite body becomes available for the need. We present a design method to insert the composite body inside a vehicle body skeleton in order to improve a structure-borne noise at the idle condition. The algorithms, topology optimization and design sensitivity analysis, are applied to mainly search the sensitive structural sections in the body skeleton and to extract the target stiffness of the sections. Inserting the composite bodies into the sensitive portions, it is predicted to achieve the countermeasures which can compromize the design availability in terms of the idle noise and weight. According to the validation result with test vehicles, the concerned noise transfer function is reduced and the idle booming noise is resultantly improved.

• Proceedings of the KSR Conference
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• 1999.11a
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• pp.437-446
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• 1999

The structural behavior of the composite material light rail vehicle body are investigated. Composite material is very useful for light rail vehicle structure due to its high specific strength and lightweight characteristics. The main carbody is made of aluminum alloy. The side wall and roof with composite panels can reduce total vehicle weight about 2000kg. In addition, with the lower density of the foam, enhances lightness in the panel and to save the operation expenses. The finite element analysis code, ANSYS is used to evaluate the stability of the body structure under the various load conditions.

• Journal of the Korean Society for Railway
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• v.10 no.1 s.38
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• pp.39-44
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• 2007

This rafer explains a durability test of a large train car body made of carbon/epoxy composite material. The composite car body with the length of 23m was manufactured as a sandwich structure composed of an aluminum honeycomb core and CF1263 woven fabric carbon/epoxy faces. In order to evaluate durability of the composite car body, it was excited by two 500kN capacity hydraulic actuators installed underneath the body bolster. The natural frequency of the composite car body under full weight condition was found to be 4.33Hz. Based on this result, the excitation frequency and displacement of 5Hz and ${\pm}1.0mm$, respectively, were used as inputs for the durability test. The test was conducted for $2{\times}10^6$ cycles. During the test, the nondestructive tests using X-ray radiography and dye penetration method was performed to determine the presence of the cracks. Upon completion of the test, no cracks were found.

• The Research Journal of the Costume Culture
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• v.23 no.3
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• pp.512-522
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• 2015

The aim of this study was to investigate the change in women's somatotype with aging. The subjects were 1,123 women aged 40~69. Their anthropometric data were from the 6th Size Korea. The data were analyzed by factor analysis and cluster analysis. Seven factors were extracted: body mass, body length, back shoulder, arm length factor, front interscye factor, body rise factor, and shoulder angle. The upper body types of middle-aged and elderly women were classified into five types: skinny, short stout body type with forward posture, composite, tall & full body type, and short & skinny. The skinny and composite body type appeared more often than the short stout body type in the early 40s of Korean women. Starting in the mid-50s, composite body type was less often found. However, the number of women with short stout body type increased. In the 60s, the number of women with short stout and tall & full body types decreased. These results reveal that the body types of middle-aged and elderly women changed with some pattern with aging. And women in their early 40s, mid-50s, and 60s women had different body shapes and postures.

• International Journal of Fluid Machinery and Systems
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• v.9 no.1
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• pp.47-55
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• 2016

The portable hydraulic turbine we previously developed for open channels comprises an axial flow runner with an appended collection device and a diffuser section. The output power of this hydraulic turbine was improved by catching and accelerating an open-channel water flow using the kinetic energy of the water. This study aimed to further improve the performance of the hydraulic turbine. Using numerical analysis, we examined the performances and flow fields of a single runner and a composite body consisting of the runner and collection device by varying the airfoil and number of blades. Consequently, the maximum values of input power coefficient of the Runner D composite body with two blades (which adopts the MEL031 airfoil and alters the blade angle) are equivalent to those of the composite body with two blades (MEL021 airfoil). We found that the Runner D composite body has the highest turbine efficiency and thus the largest power coefficient. Furthermore, the performance of the Runner D composite body calculated from the numerical analysis was verified experimentally in an open-channel water flow test.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.596-601
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• 2008

Larger amount of composite materials are used for light train. These days even the body structure of the coach was made by composite materials. In this study, we made the fire simulation with FDS by HRRPUA method for the passenger coach of carbon-epoxy composite material body structure. For the body structure fire resistance verification, 1.8 liters of gasoline were selected for fire source. For the interior fire case, 4.0 liters of gasoline fire source was selected as Daegu fire accident case.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2003.04a
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• pp.65-68
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• 2003

Using composite materials for lilting train system has many advantages such as manufacturing variety, specific high-strength & stiffness characteristics, and long-life durability, but the strongest advantage could be the possibility of lightweight product. In the leading countries, the composite materials are used for the material fer drivers' cabs, interior/exterior equipments for railway train, and it is now developing the composite materials applied for the train car body structure. In this paper, we examine the use of composite materials for the drivers' cabs and interior/exterior equipments for the developing tilting train in Korea, and review the car body design using composite materials.

• Journal of Power System Engineering
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• v.14 no.6
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• pp.47-53
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• 2010

A stabilizer link connects the stabilizer bar to the lower arm of the suspension. When a vehicle is turning, lateral forces from the tire are transmitted through the stabilizer link into the stabilizer bar. The stabilizer bar will twist, thus adding rigidity to the vehicle body. In this study, the stabilizer link body was manufactured by using composite material with POM-GF25%. Therefore, the strength evaluation of stability link body with composite material carried out from tensile, wear and fatigue test. The tensile strength between the stability link body with composite material and the rod with knurling was the largest of four types of rod. In Analyzing materials property using optical sensing technique of stabilizer link for automobile parts, its has been identified the safety.

• Proceedings of the KSME Conference
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• 2000.04a
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• pp.109-114
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• 2000

A research fur development of composite body panel is in progress for lightening tare. In this study, experiments on estimation of mechanical properties of LPMC (Low pressure molding compound) including fatigue and impact characteristics were carried out. The experiments show that LPMC satisfied basic requirements of car body panel. The fatigue life of LPMC was predicted and the material degradation due to fatigue and impact were fined out.