• The Journal of Korean Academy of Prosthodontics
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• v.45 no.5
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• pp.567-578
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• 2007

Statement of problem: The endodontically treated tooth is generally restored with post and core, owing to the brittle and the loss of large amount of tooth structure. As periodontal treatment was developed, there are many cases that periodontally involved teeth used in prosthetic treatment. Purpose: The purpose of this study was to analyze the stress distribution in the dentin and post structures by the various post materials and the amount of remaining alveolar bone height. Material and method: The 3-dimensional finite element models of mandible 1st premolars were divided into six types according to the various amount of remaining alveolar bone and post type. All types were modeled using equal length, diameter and shape of the post. Three types of post and core materials were used: prefabricated titaniumpost and amalgam core, prefabricated stainless steel post and amalgam core, and cast gold post and core. 300 Newton force was applied to functional cusp of mandible 1st premolar. Results: The results were as follows: First, there was no apparent difference in the pattern of stress distribution according to the alveolar bone condition concentrate on the post middle area. Second, there was difference in pattern of stress distribution according to the core materials, gold post and core generated same than amalgam core. Third, there was no apparent difference in the pattern of stress distribution within the dentin according to the post and core materials. But a cast gold post and core generated the lowest maximum stress value, a stainless steel post generated the highest maximum stress value. Fourth, in the reduced alveolar bone model, maximum stress value is 1.5 times than that of the normal alveolar bone model. Conclusion: Within the limitations of this study, to provide minimal stress to the root with alveolar bone reduced, the post length may be as long as apical seal was not destroyed. To prevent fracture of tooth, it is rational to use gold alloy which material was good for stress distribution for post materials.

• 한국지구물리탐사학회:학술대회논문집
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• 2008.10a
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• pp.51-56
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• 2008

The waveform inversion for isotropic media has ever been studied since the 1980s, but there has been few studies for anisotropic media. We present a seismic waveform inversion algorithm for 2-D heterogeneous transversely isotropic structures. A cell-based finite difference algorithm for anisotropic media in time domain is adopted. The steepest descent during the non-linear iterative inversion approach is obtained by backpropagating residual errors using a reverse time migration technique. For scaling the gradient of a misfit function, we use the pseudo Hessian matrix which is assumed to neglect the zero-lag auto-correlation terms of impulse responses in the approximate Hessian matrix of the Gauss-Newton method. We demonstrate the use of these waveform inversion algorithm by applying them to a two layer model and the anisotropic Marmousi model data. With numerical examples, we show that it's difficult to converge to the true model when we assumed that anisotropic media are isotropic. Therefore, it is expected that our waveform inversion algorithm for anisotropic media is adequate to interpret real seismic exploration data.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.2
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• pp.1-16
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• 2022

The location of the bus stop on urban roads should be installed at a point where it is convenient for users and the impact of bus stops on the traffic flow is minimized. However, the location of the bus stops is determined indiscriminately due to the lack of related research. Therefore, this study developed a traffic accident prediction model and calculated the proper separation distance for the bus stops through an optimization technique. The result of the study indicates that the bus stop can be installed in the form of a mid-block approximately 87 to 166 m away from the intersection in the road section. This result is valid if the number of main road lanes in the road section is 2 to 4 with a level of traffic from 1,000 to 3,000 v/h. In the section with 5 to 6 lanes, it is desirable to install a bus stop close to the intersection by about 42 to 97 m.