• The korean journal of orthodontics
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• v.31 no.5 s.88
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• pp.499-504
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• 2001

Transverse skeletal deficiency is a common clincal problem associated with narrow basal and dentoalveolar bone. The clinical characteristics of transverse deficiency presents with anterior crowding and posterior buccal crossbite. Orthodontic expansion, using lip bumper and functional devices, was recommanded for younger ages. However, expansion of lower anterior area in older Patients is unstable and tends to relapse toward the original dimension. Distraction osteogenesis is a unique form of clincal tissue engineering and biologic process of new bone formation between bone segments that are gradually separately by incremental traction. Distraction osteogenesis was considered that great potential for correcting transverse mandibular deficiencies. In this Paper, a case of treated transverse deficiency patients with distraction osteogenesis using tooth-borne and tooth & bone-borne distractor is presented.

• Special Issue of the Society of Naval Architects of Korea
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• 2013.12a
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• pp.55-59
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• 2013

Transverse vibrations of ship's aft end and deckhouse among the various modes of hull structures are induced mainly by transverse exciting forces and moments of main engine such as ${\times}$ and h-moment. Avoidance of resonance should be made in a intial design stage in case there is a prediction for resonance between main engine and transverse modes of deckhouse. This study shows a case of change in type of main engine from 12 cylinders to 10 without modification of hull structures in engine room requested by a shipowner of 8,600 TEU class container carrier and proposes a guide to the effective ways of structural arrangement for avoiding resonance between transverse exciting force and surrounding structures of main engine in engine room through case studies.

• Structural Engineering and Mechanics
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• v.60 no.6
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• pp.1063-1077
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• 2016

Components manufactured from composite materials are frequently subjected to superimposed mechanical and thermal loadings during their operating service. Both types of loadings may cause fracture and failure of composite structures. When composite cross-ply laminates of type [$0_m/90_n]_s$ are subjected to uni-axial tensile loading, different types of damage are set-up and developed such as matrix cracking: transverse and longitudinal cracks, delamination between disoriented layers and broken fibers. The development of these modes of damage can be detrimental for the stiffness of the laminates. From the experimental point of view, transverse cracking is known as the first mode of damage. In this regard, the objective of the present paper is to investigate the effect of transverse cracking in cross-ply laminate under thermo-mechanical degradation. A Finite Element (FE) simulation of damage evolution in composite crossply laminates of type [$0_m/90_n]_s$ subjected to uni-axial tensile loading is carried out. The effect of transverse cracking on the cross-ply laminate strength under thermo-mechanical degradation is investigated numerically. The results obtained by prediction of the numerical model developed in this investigation demonstrate the influence of the transverse cracking on the bearing capacity and resistance to damage as well as its effects on the variation of the mechanical properties such as Young's modulus, Poisson's ratio and coefficient of thermal expansion. The results obtained are in good agreement with those predicted by the Shear-lag analytical model as well as with the obtained experimental results available in the literature.

• PNF and Movement
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• v.9 no.4
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• pp.41-48
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• 2011

Purpose : The purpose of this study was to assess the tibialis anterior, soleus, gluteus maximus, transverse abdominis muscle activity of tibialis anterior, soleus, gluteus maximus, transverse abdominis according to pronated foot and supinated foot. Methods : Group of pronation and supination were taped using augmented low-day method to make pronated and supinated foot the three case were assessed by agnostic radiology for investigating foot structure. Results : 1) When supinated foot & pronated foot, tibialis anterior & gluteus maximus muscle activity was augmented in one step. 2) When supinated foot & pronated foot, soleus & transverse abdominis muscle activity was decreased in one step. 3) When supinated foot & pronated foot, tibialis anterior & gluteus maximus muscle activity was augmented in squat. 4) When supinated foot & pronated foot, soleus muscle activity was decreased in squat. 5) When pronated foot, transverse abdominis muscle activity was decreased in squat. 6) When supinated foot, transverse abdominis muscle activity was augmented in squat. 7) When pronated foot, transverse abdominis & gluteus maximus & tibialis anterior muscle activity was augmented in sit to stand. 8) When supinated foot, transverse abdominis & gluteus maximus & tibialis anterior muscle activity was decreased in sit to stand. 9) When supinated foot & pronated foot, soleus muscle activity was decreased in sit to stand. Conclusion : 1) Pronated foot & supinated foot effects on soleus, gluteus maximus, transverse abdominis muscle activity in one step. 2) Pronated foot & supinated foot effects on tibialis anterior, gluteus maximus, transverse abdominis muscle activity in squat. 3) Pronated foot & supinated foot effects on soleus, transverse abdominis muscle activity in sit to stand. Therefore we suggest the deformity of the foot effects on tibialis anterior, soleus, gluteus maximus, transverse abdominis muscle activity.

• Journal of the Korea Concrete Institute
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• v.28 no.5
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• pp.555-562
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• 2016

The objective of the present study is to evaluate the shear transfer capacity of transverse reinforcement at the concrete interfaces with smooth construction joint. The transverse reinforcing bars were classified into two groups: V-type for the arrangement perpendicular to the interface and X-type for inclined-crossing arrangement. The transverse reinforcement ratio at the interface varied from 0.0045 to 0.0135 for V-type and 0.0064 to 0.0045 for X-type. The mechanism analysis proposed for monolithic concrete interface, derived based on the upper-bound theorem of concrete plasticity, was modified to evaluate the shear friction capacity of concrete interfaces with smooth construction joint. Test results showed that the specimens with X-type reinforcement had lower amount of relative slippage at the interface and higher shear friction capacity than the companion specimens with V-type reinforcement. This observation was independent of the unit weight of concrete. The mean and standard deviation of the ratios between the experimental shear friction strength of smooth construction joints and predictions obtained from the proposed model are 1.07 and 0.14, respectively.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2003.11a
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• pp.340-343
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• 2003

This paper presents characteristics of piezo transformer for AC-DC converter. This transformer uses transverse vibration mode and the origin of the structure was the ring dot type transformer. Because, the ring dot type transformers produce only step-up phenomenon, we made a multi-layered ring dot structure for a step-down output. The characteristics of the transformer were simulated by using the ANSYS. And frequency and voltage were measured by changing the load resistance and current. Frequencies that have the maximum output voltage and current were gradually increased, when the resistance were increased. Output voltage and current show a stable linearity according to the input voltage. The maximum output power was expected greater than 20 [W]. So, we expect that this type of multi-layered step-down ring dot transformer can be adopted for a small AC adapters.

• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 2002.03a
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• pp.211-219
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• 2002

This study is performed to investigate the behavior of multi-column piers and to evaluate the seismic performance. In this study, 3 types of scale model piers with 2-column are designed and tested by quasi-static load in both longitudinal and transverse directions. Each type of model consisting of 2 specimens has different reinforcement details in the lap splice of longitudinal bars and amount of transverse reinforcements. This paper reports that the ductility of the model in transverse direction is rather higher than in longitudinal direction because of formation of several plastic hinges and that the ultimate displacement and the energy absorbtion capacity are enhanced by using continuous longitudinal bars instead of lap-splice ones. And it is confirmed that relatively large amount of ductility can be achieved by providing sufficient lap-splice length and transverse reinforcements with end hook even if longitudinal bars are lap spliced in the base of pier.

• Computers and Concrete
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• v.19 no.6
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• pp.725-736
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• 2017

This paper presents the two-, three-, and four-lane transverse reduction factor based on FEA method, probability theory, and the recently actual traffic flow data. A total of 72 composite girder bridges with various spans, number of lanes, loading mode, and bridge type are analyzed with time-varying static load FEA method by ANSYS, and the probability models of vehicle load effects at arbitrary-time point are developed. Based on these probability models, in accordance to the principle of the same exceeding probability, the multi-lane transverse reduction factor of these composite girder bridges and the relationship between the multi-lane transverse reduction factor and the span of bridge are determined. Finally, the multi-lane transverse reduction factor obtained is compared with those from AASHTO LRFD, BS5400, JTG D60 or Eurocode. The results show that the vehicle load effect at arbitrary-time point follows lognormal distribution. The two-, three-, and four-lane transverse reduction factors calculated by using FEA method and probability respectively range between 0.781 and 1.027, 0.616 and 0.795, 0.468 and 0.645. Furthermore, a correlation between the FEA and AASHTO LRFD, BS5400, JTG D60 or Eurocode transverse reduction factors is made for composite girder bridges. For the two-, three-, and four-lane bridge cases, the Eurocode code underestimated the FEA transverse reduction factors by 27%, 25% and 13%, respectively. This underestimation is more pronounced in short-span bridges. The AASHTO LRFD, BS5400 and JTG D60 codes overestimated the FEA transverse reduction factors. The FEA results highlight the importance of considering span length in determining the multi-lane transverse reduction factors when designing two-lane or more composite girder bridges. This paper will assist bridge engineers in quantifying the adjustment factors used in analyzing and designing multi-lane composite girder bridges.

• Transactions of Materials Processing
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• v.29 no.2
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• pp.113-117
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• 2020

Various parameters are involved in the frictional behavior of steel sheet during stamping. We performed various tests in order to investigate the influence of tool surface texture directionality upon the resulting friction in sheet forming processes. Four different tools were manufactured which gave us a range of roughness for both parallel and transverse texture directions. Each of the tools was examined in flat type friction tests under identical test conditions. The tool with the transverse surface texture produces significantly lower levels of friction than the tool with parallel texture direction. Considering the lubrication mechanism associated with transverse texture, one can imagine the lubricant being constantly supplied from the reservoir of the micro valley to the point of contact and hence producing the lower levels of friction seen.

• Journal of the Korean Society of Industry Convergence
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• v.26 no.6_2
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• pp.1127-1134
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• 2023

In this paper, we proposes a study on air gap control for magnetic levitation of transverse flux permanent magnet electromagnets. In general, mechanical systems have a high failure rate of bearings. Bearings in particular are problematic because they have high surface wear rate and degradations. To solve this problem, replacing the bearing with a magnetic levitation electromagnet system can provide lightweight and efficiency improvements. However, precise air gap control is essential to control the magnetic levitation electromagnet system. Therefore, in this paper, we identify the instable cause of gap control through a mathematical modeling and verify through experiment a control algorithm that can use compensation.