• Tribology and Lubricants
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• v.32 no.6
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• pp.207-211
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• 2016

To interpret the perception that originates from tactile sensibility during people touch and recognize the object surfaces, this study focuses on the development of a friction model that can describe the interaction of a stylus pen sliding over the counter surfaces. In addition, the study includes several other experimental factors such as the pressure, temperature, and topology of surface, which can have an effect on the emotional user experience concerning various surfaces; this research aims to suggest a method to quantitatively evaluate the relation between these experimental parameters and emotional user experience. Accordingly, the objective of research comprises the friction characteristic technology for measurement of fine tribological behavior and a standard to quantify the emotional feedback. Existing panels or input devices that provide interaction feedback about user actions simply operate with a single frequency vibration or sound response. On the contrary, this research investigates various interaction characteristics including friction force, frequency, and surface topology synthetically. Using the developed model, which can explain the relation between the friction parameters and emotional user experience, developers can design their product in order to provide the user with expected emotional sensibility. Consequently, it can contribute to reduce the development cost about sensitivity model.

• Earthquakes and Structures
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• v.19 no.6
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• pp.459-469
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• 2020

An external prestressed steel-bar truss unit was developed as a new strengthening technology to enhance the seismic performance of an in-plane masonry wall structure while taking advantage of the benefits of a prestressed system. The presented method consists of six steel bars: two prestressed vertical bars to introduce a prestressing force on the masonry wall, two diagonal bars to resist shear deformation, and two horizontal bars to maintain the configuration. To evaluate the effects of this new technique, four full-scale specimens, including a control specimen, were tested under combined loadings that included constant-gravity axial loads and cyclic lateral loads. The experimental results were analyzed in terms of the shear strength, initial stiffness, dissipated energy, and strain history. The efficiency of the external prestressed steel-bar truss unit was validated. In particular, a retrofitted specimen with an axial load level of 0.024 exhibited a more stable post behavior and higher energy dissipation than a control specimen with an observed complete sliding failure. The four vertical bars of the adjacent retrofitting units created a virtual column, and their strain values did not change until they reached the peak shear strength. The shear capacity of the masonry wall structure with external prestressed steel-bar truss units could be predicted using the model suggested by Yang et al.

• The korean journal of orthodontics
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• v.37 no.5
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• pp.341-350
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• 2007

The purpose of this study was to evaluate how the friction that occurs during the sliding movement of the archwire through esthetic brackets is differently affected by bracket materials, slot designs, and tip angulations of the archwire. Methods: Eight types of brackets with 0.018 inch slots (composite: Brillant (BR); composite with metal slot: Spirit MB (SP); ceramic: Inspire (IN), Signature (SI), Cristaline V (CR); ceramic with metal slot: Clarity (CL), Luxi II (LU); and metal bracket: Integra (IT)), and placed into groups of 20 brackets in each group, were tested in artificial saliva with 0.018 inch stainless steel wire. The wire tip angulations were given as 0, 4 and 8 degrees. Results: CR group significantly showed the lowest frictional force with all wire tip angulations of 0,4, and 8 degrees. IN significantly showed the highest frictional force (p < 0.001). BR (polyoxymethylene) had significantly less frictional force than SP (polycarbonate) (p < 0.001) and showed no significant difference between metal brackets. Friction was increased as the wire tip angulations were increased, but no notches were observed on any parts of the archwire. Conclusions: According to the results of this study, esthetic brackets are superior or similar to 55 brackets from a frictional point of view.

• Journal of the Microelectronics and Packaging Society
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• v.12 no.4 s.37
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• pp.289-299
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• 2005

The ball shear force was investigated in terms of test parameters, i.e. displacement rate and probe height, with an experimental and non-linear finite element analysis for evaluation of the solder joint integrity in area array packages. The increase in the displacement rate and the decrease in the probe height led to the increase in the shear force. Excessive probe height could cause some detrimental effects on the test results such as unexpected high standard deviation and probe sliding from the solder ball surface. The low shear height conditions were favorable for assessing the mechanical integrity of the solder joints. The mechanical and electrical properties of the Sn-37Pb/Cu and Sn-3.5Ag/Cu BGA solder joints were also investigated with the number of reflows. The total thickness of the intermetallic compound (IMC) layers, consisting of Cu6Sn5 and Cu3Sn, was increased as a function of cubic root of reflow time. The shear force was increased up to 3 or 4 reflows, and then was decreased with the number of reflows. The fracture occurred along the bulk solder, in irrespective of the number of reflows. The electrical resistivity was increased with increasing the number of reflows.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.32 no.2
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• pp.95-105
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• 2020

In this study, using the CADMAS-SURF model, the characteristics of the wave pressures and the wave forces were analyzed according to the installation position of the parapet on top of the caisson, and the stability evaluation was carried out using estimated wave forces for the design wave condition. Numerical results show that adopting the rear-parapet reduces the front maximum wave pressures and wave forces, and the maximum wave pressure acting on the rear-parapet increases slightly compared to the front parapet, but the wave force acting on the rear-parapet has little effect on the stability of the breakwater due to the phase difference with the wave force acting on the front of the breakwater. In addition, impulsive wave pressures did not occur, as Yamamoto et al. (2013) pointed out the problem of the rear-parapet breakwater. As a result of the stability against sliding and overturning, it was estimated that the target safety factor of 1.2 could be secured by the self-weight of 13% less than the case of the front parapet. At this time, the maximum ground pressure was also reduced by 30%, and the applicability of the rear-parapet structure to the actual site was evaluated as high.

• Geotechnical Engineering
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• v.7 no.3
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• pp.51-64
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• 1991

The reliable estimation of pile bearing capacity is essential for the improvement of the re- liability and the cost-effectiveness of the design. There have been numerous pile bearing capacity prediction methods proposed up to now, however, execpt for the estimation made from the result of the pile loading test, not one method is appropriate for the reliable prediction. Due to the considerable time and expenses required to carry out the pile loading test, the test has seldom been utilized. The development of Simple Pile Loading Test(SPLT) which utilizes the pile skin friction as the required reaction force to cause the pile tip settlement, provides a solution to perform more pile loading tests and consequently a more economical pile design is possible. The separate measurement of skin friction and tip resistance during the course of performing SPLT provides a better understanding of the pile behavior than the result of the conventional pile loading test where only the total resistance is measured. On the other hand, there are some points to be clarified in order to apply the test results of SPLT to practical problem. They are the direction of the applied load to mobilize the skin friction and the use of reduced sized sliding core. In this research, both the SPLT and the conventional pile loading test on 406mm diameter steel pipe pile have been performed. From the result, it would be safe to use the measured SPLT skin friction value directly in the design, since the value is somewhat lower than the value measured in the conventional test. It is further assumed that the tip resistance value of the reduced sized sliding core should properly be analysed by taking the incluonce of scale effect into consideration.

• The korean journal of orthodontics
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• v.36 no.5
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• pp.339-348
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• 2006

Objective: With development of the skeletal anchorage system, orthodontic mini-implant (OMI) assisted on masse sliding retraction has become part of general orthodontic treatment. But compared to the emphasis on successful anchorage preparation, the control of anterior teeth axis has not been emphasized enough. Methods: A 3-D finite element Base model of maxillary dental arch and a Lingual tipping model with lingually inclined anterior teeth were constructed. To evaluate factors influencing the axis of anterior teeth when OMI was used as anchorage, models were simulated with 2 mm or 5 mm retraction hooks and/or by the addition of 4 mm of compensating curve (CC) on the main archwire. The stress distribution on the roots and a 25000 times enlarged axis graph were evaluated. Results: Intrusive component of retraction force directed postero-superiorly from the 2 mm height hook did not reduce the lingual tipping of anterior teeth. When hook height was increased to 5 mm, lateral incisor showed crown-labial and root-lingual torque and uncontrolled tipping of the canine was increased.4 mm of CC added to the main archwire also induced crown-labial and root-lingual torque of the lateral incisor but uncontrolled tipping of the canine was decreased. Lingual tipping model showed very similar results compared with the Base model. Conclusion: The results of this study showed that height of the hook and compensating curve on the main archwire can influence the axis of anterior teeth. These data can be used as guidelines for clinical application.

• The korean journal of orthodontics
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• v.33 no.5 s.100
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• pp.339-350
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• 2003

The purpose of this study was to investigate the micro-implant height and anterior hook height to prevent maxillary six anterior teeth from lingual tipping and extruding during space closure. We manufactured maxillary dental arch form, bracket and wire, using the computer aided three-dimensional finite element method. Bracket was $.022'{\times}.028'$ slot size and attached to tooth surface. Wire was $.019'{\times}.025'$ stainless steel and $.032'{\times}.032'$ stainless steel hook was attached to wire between lateral incisor and canine. Length of hook was 8mm and force application points were marked at intervals of In. Four micro-implants were implanted on alveolar bone between second premolar and first molar. The heights of them were 4, 6, 8, 10mm starting from wire. We analyzed initial displacement of teeth by various force application point applying force of 150gm to each micro-implant and anterior hook. The conclusions of 4his study are as the following : 1. When the micro-implant height was 4m and the anterior hook height was 5mm and below, anterior teeth were tipped lingually. When the anterior hook height was 6mm and above, anterior teeth were tipped labially. 2. When the micro-implant height was 6mm and the anterior hook height was 6mm and below, the anterior teeth were tipped lingually. When the anterior hook height was 6m and above, the anterior teeth were tipped labially. But lingual tipping of anterior teeth decreased and labial tipping Increased when the micro-implant height was 6mm, compared with 4mm micro-implant height. 3. When the micro-implant height was 8mm and the anterior hook height was 2mm, the anterior teeth were tipped lingually. When the anterior hook height was 3mm and above, labial tipping movement of the anterior teeth increased proportionally. 4. When the micro-implant height was 10mm and the anterior hook height was 2mm and above, labial tipping of the anterior teeth increased proportionally. 5. As the anterior hook height increased, aterior teeth were tipped more labially. But extrusion occurred on canine and premolar area because of the increase of wire distortion. 6. Movement of the posterior teeth was tipped distally during maxillary six anterior teeth retraction using micro-im plant because of the friction between bracket and were Based on the results of this study, we could predict the pattern of the tooth movement according to position of micro-implant and height of anterior hook. It seems that we can find the force application point for proper tooth movement in consideration of inclination of anterior anterior teeth, periodontal condition, overjet and overbite

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.9
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• pp.781-788
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• 2013

Grunt(stick-slip) noise happens between rear lining and drum on braking condition while vehicle is returning to steady position after nose-dive. The study presents a new testing and analysis methods for improving brake grunt noise on vehicle. Grunt noise is called a kind of stick slip noise with below 1 kHz frequency that is caused by the surfaces alternating between sticking to each other and sliding over each other with a corresponding change in friction force. This noise is typically come from that the static friction coefficient of surfaces is much higher than the kinetic friction coefficient. For the identification of the excitation mechanism and improvement of grunt noise, it is necessary to study variable parameters of rear drum brake systems on vehicle and to implement CAE analysis with stick slip model of drum brake. The aim of this study has been to find solution parameters throughout test result on vehicle and dynamo test. As a result of this study, it is generated from stick slip between rear lining and rear drum and it can be solved to reduce contact angle of lining with asymmetric and is effected not only brake drum strength but also rear brake size and brake factor.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.36 no.3
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• pp.339-346
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• 2012

The pre-evaluation of the current-collection performance is an important issue for high-speed railway vehicles. In this paper, using flexible multibody dynamic analysis techniques, a simulation model of the dynamic interaction between the catenary and pantograph is developed. In the analysis model, the pantograph is modeled as a rigid body, and the catenary wire is developed using the absolute nodal coordinate formulation, which can analyze large deformable parts effectively. Moreover, for the representation of the dynamic interaction between these parts, their relative motions are constrained by a sliding joint. Using this analysis model, the contact force and loss of contact can be calculated for a given vehicle speed. The results are evaluated by EN 50318, which is the international standard with regard to analysis model validation. This analysis model may contribute to the evaluation of high-speed railway vehicles that are under development.