• Journal of Biosystems Engineering
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• v.9 no.2
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• pp.19-26
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• 1984

This study intended to develop the prediction models of the traction and field performance of two-wheel tractors by using the principles which were applied for predicting those of the four-wheel tractors. The traction model developed in this study consists of the net traction coefficient, rolling resistance coefficient and traction efficiency, Which are expressed as functions of both wheel numeric and slip. A computer program on the field performance of two-wheel tractors is also developed to predict the drawbar horsepower, traction force, traction efficiency, rotational speed of engine and engine horsepower if the characteristics of the engine performance and operational condition of the two-wheel tractor are known. Based on the developed models, the conditions of basic variables to maximize the field performance were analyzed so as to assess the existing two-wheel tractor.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1643-1648
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• 2009

The braking system of train must posses the large baking effort in order to stop the train safety within the limited traveling distance. but, the excessive braking effort has been deteriorated the ride comfort due to high level of deceleration and jerk, and sometimes occurred the skid. because the applied braking force exceeds the allowable adhesive force. this skid causes not only to increase the a stopping distance but also to deteriorate the safety of train and damage the rall surface by wheel flat. In the present paper, braking force for disk brake of Tilting Train eXpress(TTX) was measured though on convention line test and the traction force was estimated by using the analytic model in skid condition. also, we have discussed the relationship between the bake force and traction force in starting condition.

• Journal of the Korean Institute of Illuminating and Electrical Installation Engineers
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• v.28 no.5
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• pp.106-114
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• 2014

The interior permanent-magnet synchronous motor (IPMSM) is often used for the traction motor of hybrid electric vehicles (HEVs) and electric vehicles (EVs) due to its high power density and wide speed range. This paper introduces the 120kW class IPMSM for traction motors in military trucks. This system, as a SHEV (series hybrid electric vehicle), requires a traction motor that can generate high torque. This study introduces a way to reduce costs by proposing a design approach that creates reluctance torque that can be maximized by varying the dq-axis inductance. If a model designed by a design approach meets the desired torque, the magnetic torque can be reduced by an amount equal to the increase in reluctance torque and consequently the amount of permanent magnets can be reduced. A reduction gear and high speed operation of motors are necessary for the miniaturization of the motor. Thus, a fairly large centrifugal force is generated due to the high speed rotation. This force causes mechanical interference between the rotor and the stator, and a design approach for adding an iron bridge is explained to solve the interference. In this study, the initial model and the improved model that reduces cost and improves mechanical durability are compared by FEA, and the models are produced. Finally, the FEM results were verified experimentally.

• The Journal of the Acoustical Society of Korea
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• v.38 no.3
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• pp.340-343
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• 2019

In this paper, a problem of mechanical resonance between traction motor's rigid body mode and traction motor's excitation force is introduced, and a bogie design variable affecting the control of resonance response is reviewed numerically. To solve the resonance problem in rotating machinery with variable rotational speeds, resonance frequency should be out of rotational machine's operation range or dynamic stiffness of structures should be increased for resonance response enough to be low. In general, operation range of a traction motor is from 0 r/min to 4800 r/min. It is not possible that all bogie modes are more than 80 Hz. Therefore, it is very important to find design factor affecting resonance response of traction motor's rigid body modes. It is found that key design variable is the gab between transom pipes from finite element analysis. The larger gab is, the higher resonance response when resonance between traction motor's excitation force and traction motor's rigid body mode is happened.

• Journal of the Korean Institute of Telematics and Electronics B
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• v.33B no.7
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• pp.21-31
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• 1996

An intelligent integrated control system is designed for the active steering and the left/right traction force distribution control of electric vehicles, where input-output linearization is employed. Also, a fuzzy-rule-based cornering force estimator is suggested to avoid using an uncertain highly nonlinear expression, and a neural network compensator is additively utilized for the estimator to correctly find cornering forece. With these techniques, the proposed control system is shown by simulation results to be robust against drastic change of the external environments such as road conditions.

• Korean Journal of Applied Biomechanics
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• v.12 no.2
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• pp.361-380
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• 2002

The purposes of this study were to a analysis of friction relation between tennis outsole and tennis playing surfaces. Tennis footwear is an important component of tennis game equipment. It can support or damage players performance and comfort. Most importantly athletic shoes protect the foot preventing abrasions and injuries. Footwear stability in court sports like tennis is incredibly important since it is estimated that as many as 45% of all lower extremity injuries occur in the foot and ankle. The friction force is the force exerted by a surface as an object moves across it or makes an effort to move across it. The friction force opposes the motion of the object. Friction results when two surfaces are pressed together closely, causing attractive intermolecular forces between the molecules of the two different surfaces. The outsole provides traction and reduces wear on the midsole. Today's outsoles address sport specific movements (running versus pivoting) and playing surface types. Different areas of the outsole are designed for the distinct frictional needs of specific movements. Traction created by the friction between the outsole and the surface allows the shoe to grip the surface. As surfaces, conditions and player motion change, traction may need to vary. An athletic shoe needs to grip well when running but not when pivoting. Laboratory tests have demonstrated force reductions compared to impact on concrete. There is a correlation between pain, injury and surface hardness. These are a variety of traction patterns on the soles of athletic shoes. Traction like any other shoe characteristic must be commensurate and balanced with the sport. The equal and opposite force does not necessarily travel back up your leg. The surface itself absorbs a portion of the force converting it to other forms of energy. Subsequently, tennis court surfaces are rated not only for pace but also for the percentage of force reduction.

• The korean journal of orthodontics
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• v.46 no.4
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• pp.242-252
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• 2016

Objective: Orthodontic mini-implants (OMI) generate various horizontal and vertical force vectors and moments according to their insertion positions. This study aimed to help select ideal biomechanics during maxillary incisor retraction by varying the length in the anterior retraction hook (ARH) and OMI position. Methods: Two extraction models were constructed to analyze the three-dimentional finite element: a first premolar extraction model (Model 1, M1) and a residual 1-mm space post-extraction model (Model 2, M2). The OMI position was set at a height of 8 mm from the arch wire between the second maxillary premolar and the first molar (low OMI traction) or at a 12-mm height in the mesial second maxillary premolar (high OMI traction). Retraction force vectors of 200 g from the ARH (-1, +1, +3, and +6 mm) at low or high OMI traction were resolved into X-, Y-, and Z-axis components. Results: In M1 (low and high OMI traction) and M2 (low OMI traction), the maxillary incisor tip was extruded, but the apex was intruded, and the occlusal plane was rotated clockwise. Significant intrusion and counter-clockwise rotation in the occlusal plane were observed under high OMI traction and -1 mm ARH in M2. Conclusions: This study observed orthodontic tooth movement according to the OMI position and ARH height, and M2 under high OMI traction with short ARH showed retraction with maxillary incisor intrusion.

• The korean journal of orthodontics
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• v.53 no.6
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• pp.420-430
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• 2023

Objective: The purpose of this finite element method (FEM) study was to analyze the biomechanical differences and tooth displacement patterns according to the traction direction, methods, and sites for total distalization of the mandibular dentition using clear aligner treatment (CAT). Methods: A finite element analysis was performed on four FEM models using different traction methods (via a precision cut hook or button) and traction sites (mandibular canine or first premolar). A distalization force of 1.5 N was applied to the traction site by changing the direction from -30 to +30° to the occlusal plane. The initial tooth displacement and von Mises stress on the clear aligners were analyzed. Results: All CAT-based total distalization groups showed an overall trend of clockwise or counterclockwise rotation of the occlusal plane as the force direction varied. Mesiodistal tipping of individual teeth was more prominent than that of bodily movements. The initial displacement pattern of the mandibular teeth was more predominant based on the traction site than on the traction method. The elastic deformation of clear aligners is attributed to unintentional lingual tipping or extrusion of the mandibular anterior teeth. Conclusions: The initial tooth displacement can vary according to different distalization strategies for CAT-based total distalization. Discreet application and biomechanical understanding of traction sites and directions are necessary for appropriate mandibular total distalization.

• Journal of Biosystems Engineering
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• v.14 no.3
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• pp.151-157
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• 1989

A mathematical model was developed to predict traction forces of rigid wheels. The modeling was based on the energy principle that the total energy delivered to a driving wheel is equal to the works done by the useful traction force and motion resistance of that wheel. The effect of the wheel slippage was also included in the modeling. Verification of the proposed model was provided by comparing the tractive coefficients predicted by the model to those obtained experimentally at the in-door soil bin tests. The model predictions were found to be a reasonable agreement with the experimental results.

• Journal of Ocean Engineering and Technology
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• v.29 no.1
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• pp.45-55
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• 2015

Because of the high stress concentration near the toe of a welded joint, the calculation of local stress using the finite element method which is relevant to the fatigue strength of the weld toe crack, is a challenging task. This is mainly caused by the sensitivity of finite element analysis, which usually occurs near the area of a dramatically changing stress field. This paper presents a novel numerical method through which a less mesh-sensitive local stress calculation can be achieved based on the 3D solid finite element, strictly sticking to the original definition of hot spot stress. In order to achieve the goal, a traction stress, defined at 0.5t and 1.5t away from the weld toe, was calculated using either a force-equivalent or work-equivalent approach, both of which are based on the internal nodal forces on the imaginary cut planes. In the force-equivalent approach, the traction stress on the imaginary cut plane was calculated using the simple force and moment equilibrium, whereas the equivalence of the work done by both the nodal forces and linearized traction stress was employed in the work-equivalent approach. In order to confirm the validity of the proposed method, five typical welded joints widely used in ships and offshore structures were analyzed using five different solid element types and four different mesh sizes. Finally, the performance of the proposed method was compared with that of the traditionally used surface stress extrapolation method. It turned out that the sensitivity of the hot spot stress for the analyzed typical welded joints obtained from the proposed method outperformed the traditional extrapolation method by far.