• The Journal of Korean Society for Radiation Therapy
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• v.30 no.1_2
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• pp.27-34
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• 2018

Purpose : To evaluate the effect of carbon couch side rail and vacuum immobilization device in case of lung RPO irradiation. Materials and Methods : The 10, 20, 30 mm thickness of vac-lok's right side were obtained. To measure of doses, glass dosimeters were used and measured reference point is left lung center at the phantom. A, B, C, and D points are left, right, down, and up directions based on the center point. In the state of Side-Rail-Out, place the without vac-lok, with the thickness of 10, 20, and 30 mm vac-lok. After the glass dosimeters was inserted in center, A, B, C, and D points, 100 MU of 6 MV X-ray were irradiated to the referenced center point in the condition of $10{\times}10cm^2$ field size, SAD 100 cm, gantry angle 225, 300 MU/min dose rate. Five measurements were made for each point. In the state of Side-Rail-In, five measurement were made for each point under the same conditions. The average is measured on each of the five Side-Rail-Out and Side-Rail-In measurements. Results : In the presence of side rail, the dose reduction ratio was -11.8 %, -12.3 %, -4.1 %, -12.3 %, -7.3 % for each A, B, C, and D points. In the state of Side-Rail-Out, the dose reduction ratio for the using 10 mm thickness of vac-lok was -0.9 % than without vac-lok. The dose reduction ratio for the using 20 mm thickness of vac-lok was -2.0 %, for the using 30 mm thickness of the vac-lok was -3.0 % than without vac-lok. In the state of Side-Rail-In, the dose reduction ratio for the using 10 mm thickness of vac-lok was -1.0 % than without vac-lok. The dose reduction ratio for the using 20 mm vac-lok was -2.1 %, for the using 30 mm vac-lok was -3.0 % than without vac-lok. Based on the value of no vac-lok dose in the Side-Rail-In state, The dose reduction ratios for the using 10 mm, 20 mm and 30 mm thickness of vac-loks In the Side-Rail-Out that the center point were -12.7 %, -13.7 %, -14.2 % and -12.8 %, -13.8 %, -14.5 % respectively at point A. The dose reduction ratios for the same conditions to the B point were -4.9 %, -6.1 %, -7.1 % and -13.4 %, -14.4 %, -15.5 % respectively at point C. The dose reduction ratios for the same conditions to the D point were -8.4 %, -9.0 %, -10.4 % respectively. Conclusion : The attenuation was caused by presence of side rails and thickness of vac-lok. Pay attention to these attenuation factors, making it a more effective radiation therapy.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.830-835
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• 2004

In railway systems, the performance of turnout is one of the most important factors to improve the train's speed. Standard turnout, in which one track is split in main track side and turnout side. Because the main track side remains linear, speed restriction can be alleviated while train pass the main track side. The factors of speed restriction in main track side are strength of crossing and tongue rail, wheel back side pressure of guard rail and wing rail. In this study, we measured wheel back side pressure of guard rail to compare improved turnout with present turnout. In result, the wheel back side pressure of improved turnout was lower than present turnout, so its performance was proved.

• Journal of the Korean Wood Science and Technology
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• v.17 no.2
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• pp.34-64
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• 1989

Corner block with anchor bolt(CBA) joint method used in knock-down type table furniture manufacturing can reduce the packing and transporting cost. Unfortunately. it also has the disastrous defect to be loosend and unstable during the service life mainly due to fatigue and creep(repeated and prolonged loading). So 22 joint groups constructed were tested to evaluate the effect of some design factors related to the size of side rail(apron). block attachment to side rail. and the number of anchor bolt as well as the effect of the type of corner block(mitered type vs. rectangular type) Usable strength from the stiffness coefficients of each joint group were analysed with SPSS /PC+ and described as the criteria of CBA joint construction. The conclusions were as follows: The height of side rail(50, 75 and 100 mm) and the addition of polyvinyl acetate(PVAc) emulsion in the corner block attactment to side rail had the effect on raising the usable strength of CBA joint with remarkable high significance. And the effect of 2 - anchor bolts was also superior to that of 1 - bolt significantly. However. the thickness of side rail(22 mm vs. 25 mm) had no effect on the strengthening the table joint rigidity. Mitered type corner block joint appeared to he recommendable for CBA jointed table construction rather than the rectangular type one regardless of the method of block attachment to side rail. The best result identified from Duncan's multiple comparison was in the construction with 25 mm thick and 100 mm height of side rail fastened using 2 - anchor bolts in mitered type corner block. But it would be reasonable to use 22 mm thick & 75 mm high side rail and mitered corner block with PVAc emulsion & 2 bolts considering the productivity and production cost down in the MDF furniture manufacturing industries.

• Structural Engineering and Mechanics
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• v.48 no.4
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• pp.455-466
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• 2013

In recent years, many countries have added railway noise to the issues covered by noise regulations. It is known that the rail is the dominant source of rolling noise at frequency range of 500Hz-2000Hz for the conventional speeds (<160km/h). One of the effective ways to reduce noise from railway track is using a rail vibration absorber. To study the acoustic performance of rail absorber, the decay rates of vibration have long been used by researcher. In this paper, A FE model of a periodic supported rail with infinite element in ABAQUS is developed to study the acoustic performance of the rail absorber. To compute the decay rates, acceleration responses along the rail transferred to MATLAB to obtain response levels in frequency domain and then by processing the response levels, the decay rates obtained for each1/3octav band. Continous rail absorber is represented by a steel layer and an elastomer layer. The decay rates for conventional rail and rail with one-side absorber and also, the rail with two side absorber are obtained and compared. Then, to improve the system of rail absorber, a steel plate with elastomer layer is added to bottom of the rail foot. The vertical decay rate results show that the decay rate of rail vibration along the track is significantly increased around the tuned frequency of the absorber and thus the rail vibration energy is substantially reduced in the corresponding frequency region and also effective in rail noise reduction.

• The Journal of Korean Society for Radiation Therapy
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• v.28 no.1
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• pp.77-86
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• 2016

Purpose : When a radiation treatment, there is an attenuation by Carbon Fiber Couch. In this study, we tried to evaluate the usability of the Varian Standard Couch(VSC) by modeling with Treatment Planning System (TPS) Materials and Methods : VSC was scanned by CBCT(Cone Beam Computed Tomography) of the Linac(Clinac IX, VARIAN, USA), following the three conditions of VSC, Side Rail OutGrid(SROG), Side Rail InGrid(SRIG), Side Rail In OutSpine Down Bar(SRIOS). After scan, the data was transferred to TPS and modeled by contouring Side Rail, Side Bar Upper, Side Bar Lower, Spine Down Bar automatically. We scanned the Cheese Phantom(Middelton, USA) using Computed Tomography(Light Speed RT 16, GE, USA) and transfer the data to TPS, and apply VSC modeled previously with TPS to it. Dose was measured at the isocenter of Ion Chamber(A1SL, Standard imaging, USA) in Cheese Phantom using 4 and 10 MV radiation for every $5^{\circ}$ gantry angle in a different filed size($3{\times}3cm^2$, $10{\times}10cm^2$) without any change of MU(=100), and then we compared the calculated dose and measured dose. Also we included dose at the $127^{\circ}$ in SRIG to compare the attenuation by Side Bar Upper. Results : The density of VSC by CBCT in TPS was $0.9g/cm^3$, and in the case of Spine Down Bar, it was $0.7g/cm^3$. The radiation was attenuated by 17.49%, 16.49%, 8.54%, and 7.59% at the Side Rail, Side Bar Upper, Side Bar Lower, and Spine Down Bar. For the accuracy of modeling, calculated dose and measured dose were compared. The average error was 1.13% and the maximum error was 1.98% at the $170^{\circ}beam$ crossing the Spine Down Bar. Conclusion : To evaluate the usability for the VSC modeled by TPS, the maximum error was 1.98% as a result of compassion between calculated dose and measured dose. We found out that VSC modeling helped expect the dose, so we think that it will be helpful for the more accurate treatment.

• Journal of Digital Convergence
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• v.14 no.12
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• pp.503-513
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• 2016

The purpose of this study is to figure out family member's perceptions of side rail use in geriatric hospital by Cavanagh's content analysis with in-depth interview. This finding of the study suggests that the six themes of these perceptions are precautionary safety supervision, movement convenience, ritualistic nursing, physical restraint, danger of wounds, and alternative methods in an older person ward, and that the cause of recognized perceptions is not based on actual events, but rather on relatives' perceived protective value. With the transition of medical industry environment, there is a significant emphasis on efficacy and effectiveness of practice, risk management and evidence-based practice. However, the issue of side rail use and physical restraints remains unsolved in care of older people. Nurses claim the necessity of regimented protocol and clarification from professional organization regarding the side rail use.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2005.06a
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• pp.1644-1647
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• 2005

This study was aimed at evaluating the structural safety for rubber tired AGT system. Based on these, AGT system which was developed for first time in domestic is need to verify structural safety. So we measured the characteristics of guide-rail, switch rail, side wall in the constructed test track for rubber tired AGT system. Finally, all results of test showed that structural safety of the rubber tired AGT system.

• Journal of the Korean Society for Precision Engineering
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• v.17 no.6
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• pp.119-126
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• 2000

In this paper. a simple high-speed crash test rig for members of vehicle was developed for the improvement of crashworthiness of vehicle's side rail. The cart hanging the specimen is accelerated up to 35 mph by the force of freely dropping weight and 1:3 accelerating pulleys. The cart with shock absorbers travels on the rail roads, so it does not transfer any additional vibration to the specimen. To measure the test results, two types of accelerator are considered. the one is a strain gage type and the other is a piezo type. The test rig is rated good to test the specimen like a side rail of vehicle as developing the vehicle's structures in the early design stage.

• International Journal of Precision Engineering and Manufacturing
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• v.3 no.3
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• pp.21-27
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• 2002

In this paper, a simple test rig of high-speed crash for the front members of vehicles was developed for the improvement of crashworthiness of vehicle's side rail. The cart hanging the specimen is accelerated up to 35 mph by the traction wire and by the force of freely dropping weight and 1:3 accelerating pulleys. The cart with shock absorbers travels on the rail roads, so it does not transfer any additional vibration to the specimen. In order to measure the energy absorbed by the specimen when it collapse to the wall and during it deform, the two strain gage type load cells are used at the wall place. The test rig rated good to test the specimen like a side rail of vehicle as developing the vehicle's structures in the early design stage.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2006.06a
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• pp.93-98
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• 2006

Warm forming technology was classified into hot gas forming of using compressible fluid as a nitrogen gas and warm hydroforming of using the incompressible fluid as a thermal oil by using medium fluid. In this study, the aluminum side-rail part was developed with warm hydroforming technology. For the warm hydroforming system, top and bottom die was designed to insert heating cartridge in die cavity and special indirect fluid heating system was designed to heat the thermal oil. As increase the temperature, hydroformability was increased linearly. Aluminum side-rail center part was formed 90% at the internal pressure of 100bar and perfectly formed at 300bar within a moderate temperature. The tube material used for warm hydroforming was a aluminum 6000 series alloy with the diameter of 120mm, thickness of 5mm, length of 1,300mm. Warm hydroformed side-rail center part had 20% of maximum expansion ratio and below 20% of maximum thinning ratio at corner radius. This results were provided to show warm hydroforming possibility for aluminum automotive components.