• Journal of the Korean Society for Railway
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• v.2 no.2
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• pp.6-12
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• 1999

In this study, the most important suspension characteristics of railway vehicle, such as primary and secondary stiffness, are optimized to maximize ride qualify. Critical speed, secondary suspension stroke oil tangent track and derailment coefficient on the maximum curvature, are selected as the performance constraints. Piecewise linear curving model is used to evaluate derailment coefficient where it is assumed that wheel/rail contacts occurs at tread or at idealized flange. The combined design procedure is used to optimize above design variables at the same time.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.04a
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• pp.787-790
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• 2000

This paper presents an experimental study on flexural behavior of structural member enlarged with epoxy mortar system. The main test variable is flexural tensile strength. A series of 4 test beams was tested to shoe the corresponding effect of each variables on maximum load capacity, load-deflection and moment-curvature relationship, interface behavior and failure mode. The results show that the flexural tensile strength of retrofitted materials have no relation load-deflection, but to load-strain, and failure mode.

• Bulletin of the Korean Mathematical Society
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• v.33 no.4
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• pp.537-544
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• 1996

Crofton's formula on Euclidean plane $E^2$ states: Let $\Gamma$ be a rectifiable curve of length L and let G be a straight line. Then $$ \int_{G \cap \Gamma \neq \phi} n dG = 2L $$ where n is the number of the intersection points of G with the curve $\Gamma$.

• Journal of Institute of Control, Robotics and Systems
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• v.21 no.5
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• pp.471-476
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• 2015

This paper presents a maximum velocity trajectory planning algorithm for differential mobile robots with wheel velocity constraint to cope with physical limits in the joint space for two-wheeled mobile robots (TMR). In previous research, the convolution operator was able to generate a central velocity that deals with the physical constraints of a mobile robot while considering the heading angles along a smooth curve in terms of time-dependent parameter. However, the velocity could not track the predefined path. An algorithm is proposed to compensate an error that occurs between the actual and driven distance by the velocity of the center of a TMR within a sampling time. The velocity commands in Cartesian space are also converted to actuator commands to drive two wheels. In the case that the actuator commands exceed the maximum velocity the trajectory is redeveloped with the compensated center velocity. The new center velocity is obtained according to the curvature of the path to provide a maximum allowable velocity meaning a time-optimal trajectory. The effectiveness of the algorithm is shown through numerical examples.

• Journal of the Korean Society for Nondestructive Testing
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• v.11 no.1
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• pp.13-22
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• 1991

In this paper, 3-dimensional fracture phenomena in the local area near a through notch tip located between the surface and the canter were investigated by using embedded dyeing grids with the pitch of $50.8{\mu}$. It was confirmed that displacement V and square root of distance from notch tip $y^{1/2}$ are not proportional in the local area of $\sqrt{{\mid}y{\mid}}\;<\;0.3mm^{1/2}$ and the maximum shea strain ${\varepsilon}_{xymax}$ near a notch tip occurred at the curvature beginning point of the notch curve. It was also noted that the maximum strain ${\varepsilon}_{xymax}$ in the thickness direction occurred at the interior, where the ratio of the distance measured from surface to the half of thickness of specimen is 0.3.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2001.05a
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• pp.69-73
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• 2001

Damage induced by low-velocity impact on the curved composite laminates was experimentally evaluated for CFRP cylindrical shells with the radius of curvatures of 50, 150, 300, and 500 mm. The result was then compared with that of flat laminates. The radius of curvatures and the effective shell stiffness appeared to considerably affect the dynamic impact response of curved shells. Under the same impact energy level, the maximum contact force increased with the decreasing radius of curvatures, with reaching 1.5 times that for plates at the radius of curvature of 50 mm. Since the maximum contact force is directly related to the impact damage, curved laminates can be more susceptible to delamination and less resistant to the low-velocity impact damage. The distribution of delamination along the thickness direction of curved laminates are also different from that of flat plates. Delamination was distributed rather even]y at each interface along the thickness direction of curved laminates. This implies that the effect of curvatures has to be considered for the design of a curved composite laminate.

• Proceedings of the Korean Society of Machine Tool Engineers Conference
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• 2002.04a
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• pp.227-232
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• 2002

This paper presents an algorithm for general 2D and 3D NURBS interpolation and deals with command generation for 3 axes milling machining, including the feedrate control in order to meet two limitations, a geometrical accuracy and a dynamic restriction. Both of the maximum chordal error and the maximum acceleration specified by machine parameter lead to limit the allowable feedrate on the curvature of NURBS tool path. So, motion commands at every sampling time are continuously generated by those two limitations and programmed feedrate. Simulation results of interpolating several NURBS curves show that proposed NURBS algorithm is favorable in the machining free-form curve

• Transactions of the Korean Society of Mechanical Engineers
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• v.16 no.2
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• pp.290-301
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• 1992

An experimental study has been performed to investigate the characteristics of forced convective heat transfer in a rectangular duct with a 180.deg. bend. The Nusselt number of outer wall has maximum value near 105.deg. at which secondary flow is most active and the Nusselt number of inner wall has maximum value near the inlet of a duct. Near the outlet of a duct, the Nusselt number of outer wall decreases, the Nusselt number of inner wall increases and so those access each other through the influence of a straight duct attached to the end of a duct with a 180.deg. bend. Results of this experimental study would be the fundamental data when streamline curvature correction models are developed in the numerical study for forced convective heat transfer in a curved duct.

• Progress in Superconductivity
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• v.3 no.2
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• pp.183-187
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• 2002

In this paper we analyzed the electromagnetic behavior of high $-T_{c}$ superconductor under the quench state using finite element method. Poisson equation was used in finite element analysis as a governing equation and was solved using algebra equation using Gallerkin method. We first investigate d the electromagnetic behavior of U-type superconductor. Finally we applied our analysis techniques to 5.5 kVA meander-line superconducting fault current limiters (SFCL) which are currently developed by many power-system researcher in the world. Meshes of 14,600 elements were used in analysis of this SFCL. Analysis results show that the distribution of current density was concentrated to inner curvature in meander-line type-superconductors and maximum current density 14.61 $A/\m^2$ and also maximum Joule heat was 6,420 W/㎥. We concluded that this meander line-type SFCL was not pertinet fur uniform electromagnetic field distribution.n.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.133-139
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• 2018

Keeping a proper straight route length under the marine bridge is one of the important factors for the safe passage of ships. However, according to port and harbor design standards, there is only a constant guideline of 8 times the length of the marine bridge underpass. On this study, we used the ES model to determine the ratio of risk to the route width, traffic volume, the degree of curvature of the route, and the length of the straight route in order to derive the optimal straight route distance. As a result, the risk ratio decreased by 2.27% as the route distance increased from 3L to 10L when the degree of curvature of the route was $45^{\circ}$. The risk associated with curvature was found to be 4.83% when the bending degree was changed from $0^{\circ}$ to $45^{\circ}$ in the case of 3L length. In addition, it was confirmed that the risk ratio according to the degree of curvature of the route and the straight route was reduced by 1.45% at maximum under the condition that the width of the line was 400m and the number of the vessels generated per hour was 20. It was verified that a straight route distance more than a certain length is needed depending on the congestion degree and the degree of curvature of the route when constructing the marine bridge.