• The Journal of Advanced Prosthodontics
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• 제12권1호
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• pp.33-37
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• 2020

PURPOSE. The purpose of this study is to evaluate the effects of type of magnet attachment and implant angulation in two implant overdenture models. MATERIALS AND METHODS. Magnet attachments used in this study were flat and dome types (MGT5515, MGT5520D, Dentium Co., Seoul, Korea). Two implants with keepers were inserted in the resin blocks at a distance of 24 mm. For the first model, the implants were parallel to the vertical and perpendicular to the horizontal; for the second model, both were angulated 5 degrees to the mesial; for the third model, both were angulated 10 degrees toward the mesial. The retentive force was measured in both vertical and lateral directions. Statistical analyses were performed using SPSS software version 22.0 (α=.05). RESULTS. The flat type magnet attachment showed the highest lateral retentive force in the 20° divergent group (P<.05) and the dome type magnet attachment showed the highest lateral retentive force in the parallel group (P<.05). The vertical and lateral retentive force of the dome type magnet attachment was greater than that of the flat type magnet attachment in every direction (P<.05). CONCLUSION. Within the limitations of this study, the dome shape magnet attachment can resist vertical and lateral retentive force more superiorly than the flat type magnet attachment, regardless of angle, in the mandibular two implant model.

• 대한기계학회논문집A
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• 제37권6호
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• pp.827-832
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• 2013

본 논문에서는 횡압으로 곡선추종성을 판단하였고, 주행안전성은 윤중감소율 및 윤중과 횡압의 비율인 탈선계수로 평가하였다. 고출력 신형 전기기관차의 곡선추종성 및 주행안전성 평가한 결과, 탈선계수는 시험축이 열차의 앞쪽에 위치할 때가 뒤쪽에 위치할 때보다 크게 나타났으며, 탈선계수의 최대값은 경부선 상행선에서 0.572로 나타났다. 횡압은 곡선 선로가 많은 구간에서 크게 발생하여 주행속도보다는 곡선반경에 비례하는 것으로 나타났으며, 최대 축당 횡압은 태백선에서 77.6 kN 까지 발생하였다. 윤중감소율은 영동선에서 47.6 %까지 발생하였다. 최고속도에서의 주행안전성과 최소곡선반경에서의 곡선통과성능이 요구하는 기준을 만족하였다.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1992년도 하계학술대회 논문집 B
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• pp.570-572
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• 1992

In this paper, an analysis of lift and lateral forces as a function of speed in electromagnetic suspension system (EMS) using the finite element method is presented. It is shown that, as in the case of the lift force, the lateral restoring force decreases with increasing speed, and the lateral dynamic characterisitic for lateral disturbance at low speed is different from that at high speed.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2012년도 추계학술대회
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• pp.160-161
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• 2012

The traditional theory regarding the pivot point of a ship during maneuvering, so called apparent pivot point, is located nearly at 1/3 ship's length from the bow when the ship is moving ahead, and between 1/4 ship's length from the stern and the rudder post when going astern. The pivot point is sometimes considered to be the centre of leverage for forces acting on the ship. However, the pivot point is located out of ship due to strong lateral force, such as current and it is very inconvenient to use during maneuvering a ship. In this paper firstly, pivot points due to ship's condition are investigated carefully. And then the center of lateral resistance used at the present are determined. While a new lateral force is added, we can compare the pivot point with the center of lateral forces. Finally, we will suggest the center of all lateral forces for maneuvering instead of pivot point. Especially, it will be very helpful for pilots to handle ships in simulation.

• Computers and Concrete
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• 제23권5호
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• pp.335-349
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• 2019

A low-cycle loading experiment of 16 transfer column specimens was conducted to study the influence of parameters, likes the extension length of shape steel, the ratio of shape steel, the axial compression ratio and the volumetric ratio of stirrups, on the shear distribution between steel and concrete, the concrete damage state and the degradation of lateral stiffness. Shear force of shape steel reacted at the core area of concrete section and led to tension effect which accelerated the damage of concrete. At the same time, the damage of concrete diminished its shear capacity and resulted in the shear enlargement of shape steel. The interplay between concrete damage and shear force of shape steel ultimately made for the failures of transfer columns. With the increase of extension length, the lateral stiffness first increases and then decreases, but the stiffness degradation gets faster; With the increase of steel ratio, the lateral stiffness remains the same, but the degradation gets faster; With the increase of the axial compression ratio, the lateral stiffness increases, and the degradation is more significant. Using more stirrups can effectively restrain the development of cracks and increase the lateral stiffness at the yielding point. Also, a formula for calculating the yielding lateral stiffness is obtained by a regression analysis of the test data.

• 한국자동차공학회논문집
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• 제11권2호
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• pp.140-147
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• 2003

Full scale durability test in the laboratory is an essential of any fatigue life evaluation of components or structures of the automotive vehicle. Component testing is particularly important in today's highly competitive industries where the design to reduce weight and production costs must be balanced with the necessity to avoid expensive service failure. Generally, hydraulic road simulator is used to carry out the fatigue test and the vibration test. In this paper, the link unit which is able to realize the 3 element forces such as vertical force, lateral force, and longitudinal force that are applied to the road simulator is designed. Also, the designed link is verified with kinematics and inverse-kinematics. From this results, the designed factor satisfied the maximum stroke so that it satisfied the requirements for 3-axial road simulator.

• 대한전기학회논문지
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• 제39권8호
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• pp.820-827
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• 1990

For the purpose of investigation the thrust force, the lateral force, and the eddy current loss when the primary and the secondary of a single-sided linear induction motor is displaced in the space, this paper proposes an analysis technique for the characteristics of the eddy current induced on the secondary and the magnetic flux density distribution in the y-z plane by F.E.M. To verify the effectiveness of this analysis technique, the starting-thrust force due to a lateral displacement is compared to the experimental data.

• 한국정밀공학회지
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• 제31권9호
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• pp.773-776
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• 2014

KTX (Korea Train eXpress) is the first high-speed train operated in Korea and its highest speed reaches 300 km/h. Korean high-speed trains are mostly operated on the railroads exclusively designed for high-speed trains, but the sections of Seoul~Gwangmyeong, nearby of Daejeon station and Dongdaegu are operated on the existing tracks having the speed less than 150 km/h. With this paper, we'd like to analyze the lateral force that occurs between the wheels and the rail when high-speed trains were operated on the existing track section to suggest an appropriate driving speed for high-speed trains. As the rigid wheel base of the high-speed train is 3m which is about 50% longer than normal vehicles, it works as an advantage for high-speed driving. However, as the lateral force becomes higher than normal vehicles when driving on curves, plans to reduce wear-outs on the wheels are required.

• International Journal of Railway
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• 제5권4호
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• pp.156-162
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• 2012

When a vehicle passes through turnout, it is required to minimize the changes of lateral force for running safety of vehicle. Therefore, it is necessary to analyze interaction between the vehicle and the turnout in order to estimate the lateral force and the derailment coefficient on the turnout. In this paper, analysis model of the vehicle and turnout are established and analysis is carried out when the vehicle passes through turnout in order to improve running safety of the vehicle on turnout. To verify the vehicle and turnout analysis model, the contact points between wheel and rail and the influence of changing cradle and tongue rail are also discussed.

• 자동차안전학회지
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• 제5권2호
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• pp.32-38
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• 2013

This paper presents collision avoidance using model predictive control algorithm. A model predictive control algorithm determines lateral tire force and yaw moment and steering angle input and differential braking input is determined from lateral tire force and yaw moment. A constraint for model predictive control is designed for obstacle avoidance. A objective function is designed to minimize lateral tire force and yaw moment input and to follow changed lane after collision avoidance. The performance of proposed algorithm has been investigated via computer simulation conducted to vehicle dynamic software CARSIM and Matlab/Simulink.