• Korean Journal of Applied Biomechanics
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• v.15 no.1
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• pp.237-257
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• 2005

It was to study as a following-research of "A Case Study on Center of Gravity(COG) Analysis when Performing Uchimata(inner thigh reaping throw) by Posture and Voluntary Resistance Levels(VRL) of Uke in Judo[I]". The purpose of this study was to analyze the COG variables when performing uchimata(inner thigh reaping throw) by two postures and voluntary resistance levels(VRL) of uke(reciver) in Judo. The subjects, who were one male judoka(YH) for 1992 Barcelona Olympic Games Olympian(silver medalist), and one male trainee; Y.I.University representative member (SDK), and were filmed on two S-VHS 16mm video cameras(60fields/sec.) through 3-dimensional motion analysis methods, that postures of uke were shizenhontai (straight natural posture) and jigohontai(straight defensive posture), VRL of uke were 0% and 100%, respectively. The kinematical variable was COG variable, distance of COG, and distance of resultant COG between uke and tori(the thrower), velocity and acceleration of COG. The data of this study collection were digitized by SIMI Motion Program computed the mean values and the standard deviation calculated for each variables. When performing uchinmata according to each posture and VRL of uke and classifying. From the data analysis and discussion, the conclusions were as follows : 1. Displacement of COG Subject YH, COG was the highest in kuzushi(balance -breaking), vertical COG was low when following in tsukuri(positioning; set-up), kake(application; execution), and COG was pattern of same character each postures and resistance, respectively. Subject SDK, COG was low from kumikata(engagement positioning) to kake, and COG was that each postures and resistance were same patterns, respectively. Subject YH, SDK, each individual, postures and resistance, vertical COG was the lowest in kake phase, when performing. 2. Distance of COG between uke and tori The distance of COG between uke and tori when performing, subject YH was $0.64{\sim}0.70cm$ in kumikata, $0.19{\sim}0.28cm$ in kake, and SDK was $0.68{\sim}0.72cm$ in kumikata, $0.30{\sim}0.42\;cm$ in kake. SDK was wider than YH. 3. Distance of resultant COG between uke and tori The distance of resultant COG between uke and tori when performing, subject YH was $0.27{\sim}0.73cm$ from kumikata to kake. and SDK was $0.14{\sim}0.34cm$ in kumikata, $0.28{\sim}0.65cm$ in kake. Jigohontai(YH:$0.43{\sim}0.73cm$,SDK:$0.59{\sim}0.65cm$) was more moved than shizenhontai(YH:$0.27{\sim}0.53cm$, SDK: $0.28{\sim}\;0.34cm$). 4. Velocity of COG The velocity of COG when performing uchimata, subject YH was fast anterior-posterior direction in kuzushi, ant.-post. and vertical direction fast in tsukuri and kake. SDK was lateral, ant.-post. and vertical direction in kuzushi, ant.-post. and vertical direction in tsukuri and ant.-post. direction in take, respectively. 5. Acceleration of COG The acceleration of COG when performing uchimata, The trend of subject YH was showed fast vertical direction in kuzushi and tsukuri, ant.-post. and vertical direction fast in kake. The trends of SDK showed lateral direction in kuzushi, lateral and ant.-post. direction in tsukuri and ant.-post. direction in kake, respectively.

• Structural Engineering and Mechanics
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• v.78 no.2
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• pp.125-134
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• 2021

In this paper, the effects of Tuned Mass dampers (TMDs) on the reduction of the vertical vibrations of a real horizontally curved steel box-girder bridge due to different traffic loads are numerically investigated. The performance of TMDs to reduce the bridge vibrations can be affected by the parameters such as dynamic characteristics of TMDs, the location of TMDs, the speed and weight of vehicles. In the first part of this study, the effects of mass ratio, damping percentage, frequency ratio, and location of TMDs on the performance of TMDs to decrease vertical vibrations of different sections of bridge deck are evaluated. In the second part, the performance of TMD is investigated for different speeds and weights of traffic loads. Results show that the mass ratio of TMDs is the more effective parameter in reducing imposed vertical vibration in comparison with the damping ratio. Furthermore, it is found that TMD is very sensitive to its tuned frequency, i.e., with a little deviation from a suitable frequency, the expected performance of TMD significantly decreased. TMDs have a positive and considerable performance at certain vehicle speeds and this performance declines when the weight of traffic loads is increased. Besides, the results reveal that the highest impact of TMD on the reduction of the vertical vibrations is when free vibrations occur for the bridge deck. In that case, maximum reductions of 24% and 59% are reported in the vertical acceleration of the bridge deck for the forced and free vibration amplitudes, respectively. The maximum reduction of 13% is also obtained for the maximum displacement of the bridge deck. The results are mainly related to the resonance condition.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2009.10a
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• pp.643-646
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• 2009

This study was conducted to simulate the influence of vibration associated with cycling on the body. In this simulation the human model that the riding on a bicycle which have suspension and non-suspension front forks was used. And to arouse impact two kind of bump, 50mm height of radical raised spot and 150mm height of slow raised spot, were used. The vertical displacement of head, the vertical acceleration of head and the torque of neck joint were analysed. The results say that the function of shock absorbing was grater when passing though a 50mm height of radical raised spot then a 150mm height of slow raised spot.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.960-964
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• 2011

High speed railway structure, contact of vehicle needs to design considering the running stability(dynamic behavior). Also, upper structure has to satisfy design standard about moving load, high speed train(KTX). So, the high speed railway structure has to satisfy the requirement of natural frequency, vertical acceleration on deck, face distortion and vertical displacement considering ride comfort, which is suggested Ho-nam high speed railway design standard. In this study, it was investigated and evaluated to the dynamic behavior for tow plate Girder railway bridge subjected to moving load considering real high speed train loads.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2814-2820
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• 2011

Railway bridge, contact of vehicle needs to design considering the running safety about the running train load of the railway bridge, ride comfort and dynamic safety. Also, upper structure of the railway bridge has to satisfy design standard about moving load(train). So, the railway bridge has to satisfy the requirement for vertical acceleration of the bridge deck, vertical displacement of the bridge and face distortion, which is suggested railway design standard in Korea(2011.5.). In this study, it was investigated and evaluated to the running safety about the running train load of the railway bridge, ride comfort and dynamic safety with railway design standard for steel composite(Steel Box Girder) railway bridge considering KTX, freight train and standard train load.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2008.04a
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• pp.374-379
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• 2008

The purpose of seismic isolation system among them is to lengthen the period of structure and make its period shift from the dominant period of earthquake. In this study, the seismic behavior of arch structure with lead rubber bearing(LRB) and friction pendulum system(FPS) is analyzed. The arch structure is the simplest structure and has the basic dynamic characteristics among large spatial structures. Also, Large spatial structures have large vertical response by horizontal seismic vibration, unlike seismic behavior of normal rahmen structures. When horizontal seismic load is applied to the large spatial structure with isolation systems, the horizontal acceleration response of the large spatial structure is reduced and the vertical seismic response is remarkably reduced.

• Journal of Korean Association for Spatial Structures
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• v.16 no.3
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• pp.59-66
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• 2016

This study analyze the dynamic response property of latticed domes according to natural frequency ratio of substructure. Through eigenvalue analysis, it is was confirmed that the half-open angle $30^{\circ}$ and $45^{\circ}$ dominate vibration mode of the vertical direction and the half-open angle $60^{\circ}$ and $90^{\circ}$ dominate vibration mode of the horizontal direction. Through the dynamic response analysis, it is was confirmed that the first frequency about total structure largely appears about the vertical and the horizontal direction regardless of half-open angle.

• Journal of the Earthquake Engineering Society of Korea
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• v.22 no.6
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• pp.345-352
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• 2018

It is inevitable to use the distinct element method in the analysis of structural dynamics for stacked stone pagoda system. However, the experimental verification of analytical results produced by the discrete element method is not sufficient yet, and the theory of distinct element method is not universal in Korea. This study introduces how to model the stacked stone pagoda system using the distinct element method, and draws some considerations in the seismic analysis procedures. First, the rocking mode and sliding mode are locally mixed in the seismic responses. Second, the vertical stiffness and the horizontal stiffness on the friction surface have the greatest influence on the seismic behavior. Third, the complete seismic analysis of stacked stone pagoda system requires a set of the horizontal, vertical, and rotational velocity time histories of the ground. However, earthquake data monitored in Korea are limited to acceleration and velocity signals in some areas.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2002.05a
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• pp.223-226
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• 2002

To maximize the productivity in machining molds and dies, machine tools should operate at high speeds. However, the productivity of mold manufacturing has not increased significantly because CNC milling machines have massive slides, which do not allow rapid acceleration and deceleration during the frequent starts/stops encountered in machining molds and dies. This paper presents the use of composites for these slides to overcome this limitation. The vertical and horizontal slides of a large CNC machine were constructed by bonding high-modulus carbon-fiber epoxy composite sandwiches to welded steel structures using adhesives. These composite structures reduced the weight of the vertical and horizontal slides by 34% and 26%, respectively, and increased damping by 1.5 to 5.7 times without sacrificing the stiffness. Without much tuning, this machine had a positional accuracy of $\pm5\mu\textrm{m}$ per 300 m of the slide displacement.

• Journal of KSNVE
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• v.10 no.2
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• pp.269-279
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• 2000

This paper deals with the development of biomechanical model on a seat with backrest support in the vertical direction. Four kinds of biomechanical models are discussed to depict human motion. One DOF model mainly describes z-axis motion of hip, two and three DOF models describe z-axis of hip and head, and while nine DOF model suggested in this study represents more motion than the otehr model. Three kinds of experiments were executed to validate these models. The first one was to measure the acceleration of the floor and hip surface in z-axis, the back surface in x-axis, and the head in z-axis under exciter. From this measurement, the transmissiblities of each subject were obtained. The second one was the measurement of the joint position by the device having pointer and the measurement of contact position between the human body and the seat by body pressure distribution. The third one was the measurement of the seat and back cushion by dummy. The biomechanical model parameters were obtained by matching the simulated to the experimental transmissiblities at the hip, back, and head.