• Laser Solutions
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• v.2 no.1
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• pp.51-60
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• 1999

In this paper, weldability and formability of Tailored-Blank (TB) and the structural impact testing of bump beam were investigated to apply TB to automobile bumper beam. The optimal $CO_2$ laser welding condition for TB of SPFC and SPRC steel plates with different thicknesses was obtained. Before welding, the cross section of butt joint was prepared only by shearing without milling process. Real type bump beam was produced by two kind of forming processes such as roll-forming and press-forming, and the good formability of TB was obtained. Impact test results of bump by using pendulum and barrier were satisfied the impact regulation of bump. Finally. It may be confirmed that laser welded TB is well-balanced material in both weight reduction and production cost of automobile bump.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2005.10a
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• pp.30-33
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• 2005

Although extruded aluminium bumper beam has been commonly used in advanced car makers, there are not so much precedent for it's localization. For the localization of aluminum bumper beam of 7XXX series, benchmarking, material modifications of 7XXX series aluminum alloy, section design of beam, impact analysis had been performed in this study. High fuel efficiency and weight reduction could be achieved by using aluminum bumper beam of which the weight is lighter than that of steel. Moreover, it is expected to reach higher recycling rate by substituting aluminum for steel.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.79-85
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• 2023

Skid resistance pavement is an accessory to the road and is a facility for the safe driving of cars by increasing the skid resistance of road pavement. In particular, in bad weather conditions such as snow, rain, and black ice, the skid resistance performance of skid resistance pavement greatly affects the safety of road traffic and drivers. However, BPT(British Pendulum Tester) has a test area of only 0.009 m², making it difficult to represent the overall packaging surface. A reliable method of evaluating slip resistance performance is needed for maintaining non-slip packaging. In this study, the conventional BPT test and the skid resistance performance evaluation method of the PFT(Pavement Friction Tester) and µGT(Micro Grip Tester) tests were compared through guidelines and standard investigations and applied to the field skid resistance performance evaluation. In addition, skid resistance pavement with different skid resistance performance was installed at the test-bed and actual road demonstration sites to compare BPN(British Pendulum Number), SN(Skid Number), GN(Grip Number), and to derive correlations for each performance evaluation method. As a result of the experiment, SN and GN showed similar skid resistance performance, and the GN value was derived similar to BPN × 0.01.

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.111-120
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• 2009

This paper presents a fundamental findings of the functional and structural performance of the porous asphalt concrete coated with MMA resin. To evaluate the structural performance, cantabro, wheel tracking, moisture sensitivity and indirect tensile fatigue tests are performed. The tests results show that the cantabro loss is reduced three times and fatigue resistance is significantly increased after the specimens are coated with MMA resin. However there are little changes in the rutting and moisture damage resistances before and after the coating. Air voids, permeability and BPT(British Pendulum Test) tests are conducted to study the functional performance. It is observed form the tests that the air voids and permeability are slightly decreased after the coating. However, the changes in the air voids and permeability are negligible. The skid resistance of the coated specimens is lower than reference specimens. However, the skid resistance is maintained beyond the level of the reference specimens when silica sands are chipped on top of the coated surface.

• The korean journal of orthodontics
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• v.45 no.4
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• pp.171-179
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• 2015

Objective: To compare dentoalveolar and skeletal changes produced by the pendulum appliance (PA) and the distal screw appliance (DS) in Class II patients. Methods: Forty-three patients (19 men, 24 women) with Class II malocclusion were retrospectively selected for the study. Twenty-four patients (mean age, $12.2{\pm}1.5years$) were treated with the PA, and 19 patients (mean age, $11.3{\pm}1.9years$) were treated with the DS. The mean distalization time was 7 months for the PA group and 9 months for the DS group. Lateral cephalograms were obtained at T1, before treatment, and at T2, the end of distalization. A Mann-Whitney U test was used for statistical comparisons of the two groups between T1 and T2. Results: PA and DS were equally effective in distalizing maxillary molars (4.7 mm and 4.2 mm, respectively) between T1 and T2; however, the maxillary first molars showed less distal tipping in the DS group than in the PA group ($3.2^{\circ}$ vs. $9.0^{\circ}$, respectively). Moreover, significant premolar anchorage loss (2.7 mm) and incisor proclination ($5.0^{\circ}$) were noted in the PA group, whereas premolar distal movement (1.9 mm) and no significant changes at the incisor ($0.1^{\circ}$) were observed in the DS group. No significant sagittal or vertical skeletal changes were detected between the two groups during the distalization phase. Conclusions: PA and DS seem to be equally effective in distalizing maxillary molars; however, greater distal molar tipping and premolar anchorage loss can be expected using PA.

• Journal of the Earthquake Engineering Society of Korea
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• v.12 no.1
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• pp.57-66
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• 2008

An experimental study was performed to evaluate seismic reduction performance and applicability of 3-dimensional floor isolation system to the main control room of nuclear power plant. A friction pendulum system(FPS) and air spring were designed and fabricated for 3-dimensional floor isolation system. Two kind of the partial experimental model of a main control room attached to the FPS and air spring were tested on the shaking table. The experimental model consisted of a control panel, a $2.5m{\times}2.5m$ access floor, four FPS and air springs. The artificial time histories based on the vertical and horizontal floor response spectrums(OBE, SSE) of the main control room were used as the earthquake input signals in the test. Compared to non-isolated system, the seismic response of experimental models using 3-dimensional floor isolation system were shown considerable seismic reduction performance.

• Journal of Biomedical Engineering Research
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• v.22 no.1
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• pp.49-58
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• 2001

A new scale named LCL(Logically Classified Level) has been developed to judge the status of the spasticity quantitatively implementing a pcndulum test in this study. Total 30 parameters have been used to develop the new scale. One representative parameter that can represent the dominant characteristics of spasticity has been chosen through statistical analysis. 20 parameters among 30 parameters uscd in the statistical analysis were newly developed and 10 parameters were from previous studies. The new 20 parametcrs were developed using combinations of pcndulum test characteristics. ie anglc, angular velocity. musclo midel. and EMG. 11 parameters among 30 parameters have showed strong correlations each other, Finally. L11 that showed consistency at every case has been chosen to be a representative parameter among the 11 parameters. 28 patients data were separated into 4 groups. A regression equation to predict the trend of patients of L11 has been made. The paramcter L11 was tested to prove its usabilitics for various cases of patients. The new LCL scale is expected to be a quantitative scale, and to replace the MAS(Modified Ashworth Scale) that is not a quantitative scale. Especially it is also expected that the new scale could be used to plan a treatmcnt period. methods, and intensity. as it can evaluate the status of patient's in detail.

• The Journal of Korea Robotics Society
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• v.7 no.1
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• pp.1-8
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• 2012

A humanoid robot hand with one thumb and two fingers has been developed. Each finger has the specially designed compact joints, called "MEC Joint", which convert the rotation of a motor to the swing motion of a pendulum. The robot hand with the MEC Joints is compact and relatively light but strong enough to grasp objects in the same manner as human being does in daily activities. In this paper the kinematic model and the torque characteristics of the MEC Joint are presented and compared with the results of the dynamic simulation and the dynamometer test. The dynamic behavior of the thumb and two fingers with MEC Joints are also presented by computer simulation.

• Journal of Korean Physical Therapy Science
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• v.2 no.2
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• pp.487-494
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• 1995

Two techniques were compared to test their effectiveness of frozen shoulder. The study was 20 cases of frozen shoulder who were treated at the department of physical therapy at Kum ma clinic during 6 months from 1 July, 1994 to 30 December, 1994. The treatment methods were application Proprioceptive Neuromuscular Facilitation(PNF) and General Exercise(Pendulum exercise, Scratch exercise, Overhead pully, Shoulder wheel). The results obtained from these cases were as follows; 1. The subjects were 8(40 %) males and 12(60 %) females. The largest group was $50{\sim}59$ years of age 8 persons(40 %). 2. The majority of patients came for physical treatment within $7{\sim}10$ months after onset of shoulder pain(10 presons or 50 %) and 11 months after(4 persons or 20 %). 3. PNF cases recovered in average of 23 days and G - E cases 32 days. Also, the PNF method showed the best results in treatment of frozen shoulder better than the G-E.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.18 no.4
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• pp.16-20
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• 2010

The dynamic characteristics of flight sensors is obtained by a simple method that deploys a pendulum with a rotary encoder. The encoder output is used with kinematic relations to derive reference signals for various flight sensors, including position, velocity, attitude, and angular rate sensors as well as accelerometer and magnetic sensors. A time delay of 0.4 seconds is found in the position output of the flight sensor under investigation. A logic to compensate for the time delay using a velocity information is proposed and validated in flight tests.