• Proceedings of the Korean Society of Precision Engineering Conference
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• 2005.06a
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• pp.1341-1344
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• 2005

This study was aimed to verify the acceptable contact force between power collector and 3rd rail type conductor rail for the Korean standardized rubber-tired AGT light rail vehicle. The power collector was designed and manufactured to satisfy the Korean standardized Specifications of the rubber-tired AGT light rail vehicle. Based on the dynamic behavior, contact force variation and interruption in the worst installation tolerance of the conductor rail, its initial contact force was set up. At the test track for the Korean standardized rubber-tired AGT light rail vehicle, interruptions, stresses, vibrations, and contact force variations were measured. As the results, initial contact force was verified to ensure power collection stability.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2004.10a
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• pp.556-559
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• 2004

This study was aimed to verify the acceptable contact force between power collector and 3rd rail type conductor rail for the Korean standardized rubber-tired AGT light rail vehicle. The power collector was designed and manufactured to satisfy the Korean standardized Specifications of the rubber-tired AGT light rail vehicle. Based on the dynamic behavior, contact force variation and interruption in the worst installation tolerance of the conductor rail, its initial contact force was set up. With rotary disk type equivalent test apparatus with circular conductor rail, the interruptions were measured. As the results, acceptable contact force was proposed to ensure power collection stability.

• Journal of Aerospace System Engineering
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• v.8 no.3
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• pp.20-26
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• 2014

This paper presents the procedures and the results of the pitch control force via flight test for a light airplane in order to make out the stability of the aircraft and the compliance with concerned regulation. The flight test procedures were determined in order to obtain the aircraft type certification. The instrumentation equipments including airspeed indicator, accelerometer, and pitch control force measurement tools are used to perform the flight test. For the flight test, the airspeed and the pitch control force with related normal acceleration are measured sustaining turn flight with bank angle derived from trim speed. The flight test results showed that the handling qualities of the airplane are complied with the KAS-23, the regulation of the Korean government for the light airplane type certification.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1409-1415
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• 2010

A linear induction motor have advantages for reducing mechanical frictions and noises because it has thrust force by induced torque instead of friction force between rail and wheels. An it has additional advantage for reducing volume of bogie frame for light rail transit. The small volume causes the cost of construction down. Recently, researches of linear induction motor for thrust force of the light rail transit have been actively studied. For the rail transit, vehicle is running as follow accelerating and constant speed, finally decelerating speed passing local stops between stations. The light rail transit have only these three patterns of operating. Thus, design of that has different design specifications from others. In this paper, the linear induction motor for the light rail transit was designed considering the goal speed, accelerating time, and accelerating distance for approaching the goal speed. The designed motor was proved that it could meet the requirement of accelerating performance by2-dimensional finite element method and mechanical dynamics equation.

• The korean journal of orthodontics
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• v.2 no.1
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• pp.29-34
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• 1971

저자는 교정환자 치료에 흔히 사용되는 Light wire torquing auxiliary의 반경의 크기 및 교합면에 대한 spur 각도의 증감에 따라 Light wire torquing auxiliary 애서 발생되는 힘이 어떻게 변화하는 가를 Dentiform typodont 위에서 측정 관찰하여 아래와 같은 결과를 얻었다. 1) Light wire torquing auxiliary circle의 반경의 크기가 감소할 수록 발생되는 힘의 크기는 증가하였으나, 반경의 크기에 반비례하지는 않았다. 즉, Light wire torquing auxiliary circle의 반경을 20 mm.에서 10mm.로 하였을때 발생되는 force는 2배로 나타나지는 않았다. 2) 교합 평면에 대한 spur의 각도가 감소할 수록 force는 증가하였다. 이때 교합 평면에 대한 spur의 각도를 감소시킨 상태에서 교합 평면과 치아가 이루는 각도를 증가시켜 줌으로써 항속적인 힘의 증가를 나타냈다.

• Journal of The Korean Society of Agricultural Engineers
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• v.46 no.2
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• pp.93-103
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• 2004

In trench excavation, essential factor of earth-retaining temporary work structure should be easy taking to pieces and movement, and dead weight must be less. This paper studies about the light weight material and application as earth-retaining structure to prevent the slope failure of sand soil ground caused by the variation of groundwater level in trench excavation. That is, light weight earth-retaining structural is proposed and a simulation with FEM on application of proposed structural in sandy soil is presented. The results are summarized as follows; (1) The study proposed FRP H-shaped pannel for the light weight member, and also presented estimation method about stability. (2) Mechanical property (bending moment, shear force, axial force, displacement) were changed according to groundwater level, but these values had been within enough safety rate and allowable stress. Therefore, proposed light weight pannel with FRP is available for bracing structure in trench excavation.

• Journal of the Korean Society for Railway
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• v.17 no.2
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• pp.133-139
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• 2014

Due to the absence of design guidelines for elevated light-rail structures in Korea, most elevated light-rail structures have been designed and constructed based on the design codes of conventional railway bridges and on the codes recommended by foreign vehicle manufacturers. This is the main reason why most elevated light-rail structures are massive or over-designed or poorly constructed economically. In this paper, the authors carried out field tests to analyze the braking forces caused by braking a train running at speeds of 50km/h, 60km/h, and 70km/h, acting on the elevated structures of rubber-wheeled Light Rail Transit (LRT) trains. The authors also briefly describe the analyzed results of the braking force acting on the substructures of elevated light-rail structures. The test-results presented here in this paper can be referenced when establishing design guidelines or standards for elevated structures of LRT systems.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2013.05a
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• pp.1051-1052
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• 2013

• The Journal of Korean Academy of Prosthodontics
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• v.33 no.2
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• pp.281-299
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• 1995

The purpose of this study was to evaluate the degree of occlusal contact under the fixed implant prosthesis of partially edentulous patients which was hased on occlusal concept of implant prosthesis. From the patients who have free-standing implant supported prosthesis of unilateral partially edentulous area, occlusal and occlusal contact point of th enatural tooth side and implant side of light closure and heavy closure were analyzed by T-scan system throuht pre-and post-adjustment and the degree of occlusal contact was estimated by Shimstock. The following results were obtained : 1. The occlusal force of natural tooth side(NF) from mid-sagittal axis was relatively constant at light and heavy closure through pre-and post-adjustment, but the occlusal force of implant side(IF) was decreased significantly at light closure(P<0.01) and heavy closure(P<0.05) of post-adjustment. 2. Natural tooth side-implant side moment(MIMoment) fo occlusal force from mid-sagittal axis was significant(p<0.05) through pre-and post-adjustment and the deviation from mid-sagittal axis was increased at light closure of post-adjustment, but was decreased at heavy closure of post-adjustment. 3. Comparing the NF and IF, IF was greater at heavy closure of pre-adjustment, and NF was greater at light closure of post-adjustment, and the NF and IF was relatively equally distributed at light closure of pre-adjustment and at heavy closure of post-adjustment. 4. The number of occlusal contact point of natural tooth side(NC) was relatively constant through pre-and post-adjustment, but the number of occlusal contact point of implant side(IC) was significantly decreased(P<0.05) at light closure of post-adjustment, and was not significant but was lesser at heavy closure of post-adjustment. 5. Difference of the NC and IC was greater at light closure of post-adjustment, but it was less at heavy closure of post-adjustment, and therefore occlusal contact point of natural tooth side and implant side was relatively equally distributed at heavy closure of postadjustment. 6. When bilaterally distribution of occlusal force and occlusal contact point was established, degree of occlusal contact of implant suporoted prosthesis with opoosing teeth at light clousre was $34.13{\pm}21.69{\mu}m$.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.4 no.4
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• pp.28-33
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• 2005

Recently, trends of TFT-LCD toward larger scale and thinner thickness continue. so, demands of Light Guide Panel (LGP) which is to substitute for prism sheet are appeared. Functions of LGP obtaining polarization of light of the prism sheet as well as the incidence and reflection of light are demanded. This prism type LGP to complete functions of the existing LGP and polarization at once must be supported by micro machining technology of LGP surface. In this research, the machining characteristics of the various materials were analysed by shaping using V-shaped single crystal diamond tool. The characteristics are machined surface, machining force due to the variation of cutting depth. Used specimens are engineering materials, which are 6:4 brass, oxygen-free copper, Al6061, PC, PMMA. The FFT analysis of the measured cutting force was conducted. The cutting characteristics were analyzed and the optimum cutting conditions with materials were established.