• Journal of Drive and Control
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• v.19 no.4
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• pp.46-53
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• 2022

RIn this study, a test tractor that could measure various types of agricultural operational loads was developed, and its performance was verified. This tractor could be used to measure the load generated during agricultural work and convert the related data into a database. A test tractor was developed using an 80-kW-rated load tractor, and it could measure various types of field test data, such as engine torque and rpm, wheel torque, PTO(power take-off) torque, hexometer, IMU/INS sensor, steering angle sensor, hydraulic pressure, and flow sensor data. To verify the developed test tractor, a verification test using an agriculture rotavator was performed. The test conditions were L1, L2, and L3 based on the tractor's main and sub-transmission stages, and stages 1 and 2 were selected as the PTO. In a comparison of the analyzed test data, similar tendencies in the test results of this research and other research (Kim's research) were seen. Through this, the developed test tractor was verified. In the future, we plan to conduct research on the tractor developed in this study using various attached working machines.

• Proceedings of the Korean Society for Agricultural Machinery Conference
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• 2000.11c
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• pp.819-826
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• 2000

This study was performed to develop a measurement system of tractor field performance for plow and rotary operations. Measurement system for tractor consisted of torque sensors to measure torque of drive axles and PTO axle, speed sensors to measure rotational speed of drive axles and engine, microcomputer to control data logger, and data logger as I/O interface system. The measurement system was installed on four-wheel-drive tractor. Four-element full-bridge type strain gages were used for torque measurement of drive axles and optical encoders were used to measure speeds of drive axles and engine. Slip rings were mounted on the rotational axles. Signals from sensors were inputted to data logger that was controlled by microcomputer with parallel communication. Sensors were calibrated before the field tests. Regression equations were found on completion of the calibrations. The field experiment was performed at paddy fields and uplands. Rotary and plow were used when the tractor was operated in the field. Travelling speeds of the tractor were 1.9 km/h, 2.7 km/h, 3.7 km/h, 5.5 km/h, 8.2 km/h, and 11.8 km/h. Operating depths of implements were maintained approximately 20cm during the tests. Torque data of drive axles were different at each location during plow and rotary operations. Results showed that torque of rear axles were greater than those of front axles. Total torque were 6860 - 11064 Nm at the upland and 7360 - 14190 Nm at the paddy field for plow operations. It was found that torque at the paddy field were about 20% greater than those at the upland for plow operations. Torque data showed that rotary operations required less power than plow operation at the paddy field and the upland. Torque measurements at each axle for rotary operations were only 8 - 16% of plow operations in the upland and 15 - 20% in the paddy field.

• The Bulletin of The Korean Astronomical Society
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• v.44 no.2
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• pp.57.4-57.4
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• 2019

BITSE is a project of balloon-borne experiments for a next-generation solar coronagraph developed by a collaboration with KASI and NASA. The coronagraph is built to observe the linearly polarized brightness of solar corona with a polarization camera, a filter wheel, and an aperture door. For the observation, the coronagraph is supported by the power distribution unit (PDU), a pointing system WASP (Wallops Arc-Second Pointer), telemetry & telecommand system SIP (Support Instrument Package) which are developed at NASA's Goddard Space Flight Center, Wallops Flight Facility, and Columbia Scientific Balloon Facility. The BITSE Command and Data Handling (C&DH) system used a cost-off-the-shelf electronics to process all data sent and received by the coronagraph, including the support system operation by RS232/422, USB3, Ethernet, and digital and analog signals. The flight software is developed using the core Flight System (cFS) which is a reusable software framework and set of reusable software applications which take advantage of a rich heritage of successful space mission of NASA. The flight software can process encoding and decoding data, control the subsystems, and provide observation autonomy. We developed a python-based testing framework to improve software reliability. The flight software development is one of the crucial contributions of KASI and an important milestone for the next project which is developing a solar coronagraph to be installed at International Space Station.

• Restorative Dentistry and Endodontics
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• v.24 no.1
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• pp.240-250
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• 1999

The purpose of this study was to evaluate the effect of different etching time on the shear bond strength and adaptibility of composite to enamel and dentin when used one-bottle adhesive Prime & Bond$^{TM}$ 2.0. The proximal and occlusal surfaces of 88 extracted human molars were ground to expose enamel(n=44) and dentin (=44) using diamond wheel saw. Teeth were randomly assigned to four test groups(n=11) and received the following treatments : Control group were conditioned with 36% phosphoric acid for 20 sec. according to the manufacturer's directions. Experimental 10 sec. group, 30 sec. group and 60 sec. group were conditioned with 36% phosphoric acid for 10 sec., 30 sec. and 60 sec., respectively. Teeth were rinsed and dried for 2 sec. Prime & Bond$^{TM}$ 2.0 were applied according to the manufacturer's directions and Spectrum$^{TM}$ TPH composite resins were bonded to enamel and dentin surfaces. All specimens were stored in distilled water for 24 hours. Eighty specimens were sheared in a Universal Testing Machine with a crosshead speed of 5mm/minute. One way ANOVA and LSD test were used for statistical analysis of the data. Failure modes of all specimens after shear bond strength test were examined and listed. Also, representive postfracture modes and eight specimens were examined under scanning electron microscope. The results of this study were as follows: 1. The shear bond strength to enamel was the highest value in 30 sec. group (20.68${\pm}$8.54MPa) and the lowest value in 10 sec. group (14.92${\pm}$6.07MPa), so there was significant difference of shear bond strength between two groups (p<0.05). But there was no significant difference among other groups (p>0.05). With longer etching time to enamel from 10 sec. to 30 sec., higher the shear bond strength was obtained, but the shear bond strength was decreased at 60 sec. etching time. 2. The shear bond strength to dentin was the highest value in control group (13.08${\pm}$6.25MPa) and the lowest value in 60 sec. group (9.47${\pm}$3.35MPa), but there was no significant difference among the all groups (p>0.05). The eching time over 20 sec. decreased the shear bond strength to dentin. 3. In SEM observation, the enamel and resin interfaces were showed close adaptation with no relation to etching time of enamel. And the dentin and resin interfaces were showed close adaptation at 20 sec. and 30 sec. etching time, but showed some gaps at 10 sec. and 60 sec. etching time. Accordingly, these results indicated that a appropriate etching time in Prime & Bond$^{TM}$ 2.0 was required to be 30 sec. in enamel and 20 sec. in dentin for the high shear bond strength and good adaptation between the composite resin and tooth substance.

• Journal of Digital Contents Society
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• v.19 no.8
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• pp.1585-1592
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• 2018

Due to un-balancing weight allocation on the wheelchair the existing wheelchair system are faced with the risk of flipping or falling when a wheelchair goes up to a hill. In to order to be safer during riding the wheelchair, in this paper, we proposed a real-time new solution using the integrated Gyro Sensor and Tilt Sensor for controlling the balance. Because the typical property of wheelchair is for the special user who meets the difficulty in moving on foot the maintain the balance of wheel-chair systems have become important and helpful. In our method, we calculate the seat angle using information from Tilt Sensor. However, due to the law of inertia when a wheelchair is moving there is a deviation in the output value of Tilt Sensor. Therefore, we have to optimize the value of the angle by utilizing the acceleration that is the output of the Gyro Sensor. We took the advantages by using the combination of Gyro and Tilt sensors. Moreover, we also solved the consumption issue of the whole system. Through various experimentations with usage of ZigBee sensor module, the power consumption for the balancing system is reduced significantly.

• International Journal of Railway
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• v.2 no.3
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• pp.124-126
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• 2009

Energy savings can be achieved with optimum energy consumptions, brake energy regeneration, efficient energy storage (onboard, line side), and primarily with light weight vehicles. Over the last few years, the rolling stock industry has experienced a marked increase in eco-awareness and needs for lower life cycle energy consumption costs. For rolling stock vehicle designers and engineers, weight has always been a critical design parameter. It is often specified directly or indirectly as contractual requirements. These requirements are usually expressed in terms of specified axle load limits, braking deceleration levels and/or demands for optimum energy consumptions. The contractual requirements for lower weights are becoming increasingly more stringent. Light weight vehicles with optimized strength to weight ratios are achievable through proven design processes. The primary driving processes consist of: $\bullet$ material selection to best contribute to the intended functionality and performance $\bullet$ design and design optimization to secure the intended functionality and performance $\bullet$ weight control processes to deliver the intended functionality and performance Aluminium has become the material of choice for modern light weight bodyshells. Steel sub-structures and in particular high strength steels are also used where high strength - high elongation characteristics out way the use of aluminium. With the improved characteristics and responses of composites against tire and smoke, small and large composite materials made components are also found in greater quantities in today's railway vehicles. Full scale hybrid composite rolling stock vehicles are being developed and tested. While an "overdesigned" bodyshell may be deemed as acceptable from a structural point of view, it can, in reality, be a weight saving missed opportunity. The conventional pass/fail structural criteria and existing passenger payload definitions promote conservative designs but they do not necessarily imply optimum lightweight designs. The weight to strength design optimization should be a fundamental design driving factor rather than a feeble post design activity. It should be more than a belated attempt to mitigate against contractual weight penalties. The weight control process must be rigorous, responsible, with achievable goals and above all must be integral to the design process. It should not be a mere tabulation of weights for the sole-purpose of predicting the axle loads and wheel balances compliance. The present paper explores and discusses the topics quoted above with a view to strengthen the recommendations and needs for the weight optimization by design approach as a pro-active design activity for the rolling stock industry at large.

• Restorative Dentistry and Endodontics
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• v.24 no.2
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• pp.381-391
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• 1999

A new 5th generation adhesive system(ONE-STEP) has been supplied which operators can apply to conditioned tooth surfaces by one simplified step. The purpose of this study was to determine whether different methods of adhesive application and various air drying duration after applying adhesive affect the shear bond strength of composite resin to dentin, and to evaluate the adhesive pattern of composite resin and dentin under SEM. Seventy-seven extracted human molar teeth were cleaned and mounted in palstic test tubes. The occlusal dentin surfaces were exposed with Diamond Wheel Saw and smoothed with Lapping and Polishing Machine (South Bay Technology Co., U.S.A.). Teeth were randomly divided into 7 groups (n=11), In experimental A group, adhesive was applied to dentin with agitation for 20 sec. In experimental N-A group, adhesive were continuously applied to dentin for 20 sec. Also control and experimental 1, 2, 3, 4 groups were dried for 10, 0, 5, 20, 30 seconds after applying adhesive, respectively, Adhesives were light cured for 10 sec. A gelatin capsule 5mm in diameter was filled with Aelitefil$^{TM}$ composite resin, placed on the treated dentin surface and light cured for 40 see, from three sides, All specimens were stored in distilled water at room temperature for 24 hours. The shear bond strengths were measured using a universal testing machine(AGS-1000 4D, Japan) at a crosshead speed of 5mm/min. An one-way ANOVA and LSD test were used for statistical analysis of the data. For SEM evaluation, seven specimens were made and sectioned. Representive postfracture and seven specimens were mounted on brass stubs, sputter-coated with gold and observed under SEM. The results were as follows : 1. The shear bond strength of experimental A group which adhesive were applied to dentin with agitation was higher than that of experimental N-A group (continuous application), and there was significant difference between two groups (p<0.01). 2. The interface between composite and dentin according to different application methods showed close adaptation in experimental A group and showed tinny gap in experimental N-A group. 3. The shear bond strength accoding to various air drying duration was the lowest value(7.57${\pm}$2.60 MPa) in experimental 1 group, so there was significant difference between experimental 1 group and other four groups (p<0.05). But there was no significant difference of shear bond strength between four groups (p>0.05). 4. The interface between composite and dentin according to various air drying duration showed close adaptation in control group and tinny gap in experimental 3 and 4 groups. But experimental 1 and 2 groups showed $30{\mu}$ and 6 - $10{\mu}m$ thick gaps, respectively.

• Restorative Dentistry and Endodontics
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• v.24 no.4
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• pp.647-656
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• 1999

The purpose of this study was to investigate the shear bond strength and marginal microleakage of composite to enamel and dentin according to different treatment methods when the applied bonding agent was contaminated by artificial saliva. For the shear bond strength test, the buccal and occlusal surfaces of one hundred twenty molar teeth were ground to expose enamel(n=60) and dentin surfaces(n=60). The specimens were randomly assigned into control and 5 experimental groups with 10 samples in each group. In control group, a bonding system(Scotchbond$^{TM}$ Multi-Purpose plus) and a composite resin(Z-100$^{TM}$) was bonded on the specimens according to manufacture's directions. Experimental groups were subdivided into 5 groups. After polymerization of an adhesive, they were contaminated with at artificial saliva on enamel and dentin surfaces: Experimental group 1 ; artificial saliva was dried with compressed air. Experimental group 2 ; artificial saliva was rinsed with air-water spray and dried. Experimental group 3 ; artificial saliva was rinsed, dried and applied an adhesive. Experimental group 4 ; artificial saliva was rinsed, dried, and then etched using phosphoric acid followed by an adhesive. Experimental group 5, artificial saliva was rinsed, dried, and then etched with phosphoric acid followed by consecutive application of both a primer and an adhesive. Composite resin(Z-100$^{TM}$) was bonded on saliva-treated enamel and dentin surfaces. The shear bond strengths were measured by universal testing machine(AGS-1000 4D, Shimaduzu Co. Japan) with a crosshead speed of 5mm/minute under 50kg load cell. Failure modes of fracture sites were examined under stereomicroscope. The data were analyzed by one-way ANOVA and Tukey's test. For the marginal microleakage test, Class V cavities were prepared on the buccal surfaces of sixty molars. The specimens were divided into control and experimental groups. Cavities in experimental group were contaminated with artificial saliva and those surfaces in each experimental groups received the same treatments as for the shear test. Cavities were filled with Z-100. Specimens were immersed in 0.5% basic fuchsin dye for 24 hours and embedded in transparent acrylic resin and sectioned buccolingually with diamond wheel saw. Four sections were obtained from the one specimen. Marginal microleakages of enamel and dentin were scored under streomicroscope and averaged from four sections. The data were analyzed by Kruskal-Wallis test and Fisher's LSD. The results of this study were as follows. 1. The shear bond strength to enamel showed lower value in experimental group 1(13.20${\pm}$2.94MPa) and experimental group 2(13.20${\pm}$2.94MPa) than in control(20.03${\pm}$4.47MPa), experimental group 4(20.96${\pm}$4.25MPa) and experimental group 5(21.25${\pm}$4.48MPa) (p<0.05). 2. The shear bond strength to dentin showed lower value in experimental group 1(9.35${\pm}$4.11MPa) and experimental group 2(9.83${\pm}$4.11MPa) than in control group(17.86${\pm}$4.03MPa), experimental group 4(15.04${\pm}$3.22MPa) and experimental group 5(14.33${\pm}$3.00MPa) (p<0.05). 3. Both on enamel and dentin surfaces, experimental group 1 and 2 showed many adhesive failures, but control and experimental group 3, 4 and 5 showed mixed and cohesive failures. 4. Enamel marginal microleakage was the highest in experimental group 1 and there was a significant difference in comparison with other groups (p<0.05). 5. Dentin marginal microleakages of experimental group 1 and 2 were higher than those of other groups (p<0.05). This result suggests that treatment methods, re-etching with 35% phosphoric acid followed by re-application of adhesive or repeating all adhesive procedures, will produce good effect on both shear bond strength and microleakage of composite to enamel and dentin if the polymerized bonding agent was contaminated by saliva.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.10
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• pp.151-157
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• 2018

Among the various sensors for measuring traffic, PVDF (polyvinylidene fluoride) piezoelectric sensors are used to classify vehicles because they can detect the axle of the vehicle. Piezoelectric sensors are embedded in road pavements and are always exposed to traffic loads and environmental loads. Therefore, the life expectancy is very short, less than 6 years. Traffic control is essential for reinstallation and data collection is interrupted during the failure period. The lifespan will increase if the sensor installation depth is increased. In this study, the sensor signal output was analyzed with a variable depth of sensor installation to verify the possibility of deeper installation. Furthermore, various parameters, such as the weight and speed, were analyzed. The wheel load is applied using APT. As a result, the MSI BL sensor output signal is higher than 100mV when installed at 3cm, which is reliable. If the location of the sensor is deeper in the pavement, the expected lifetime of the sensor is also increased. On the other hand, the MSI cable was found to be less than 100mV at the shallowest depth of 1cm, making it impossible for field applications.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.3
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• pp.306-311
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• 2017

This paper deals with the design optimization of the kinematic characteristics of an automotive suspension system. The kinematic characteristics of the suspension determine the attitude of the wheels, such as the toe and camber, which not only relates to tire wear during driving, but also greatly affects the control of the vehicle and its stability, which corresponds to the motion performance of the vehicle. Therefore, it is very important to determine the characteristics of the suspension mechanism at the initial stage of the design. In this study, a displacement analysis is performed to determine the kinematic properties of the suspension for the McPherson strut suspension. For this purpose, a set of constraint equations for the joints constituting the suspension mechanism was established and a program was developed to solve them. We also used ADS, a design optimization program, to obtain the desired kinematic characteristics of the suspension. As the design variables for optimization, we used the coordinates of the hard points, which are the points of attachment of the suspension to the vehicle body, and are defined as the summation of the toe-in for the up and down movement of the wheel as the objective function. As the constraint functions, the maximum camber angle and minimum roll center height, which are design requirements, are considered. As a result of this study, it was possible to determine the optimal locations of the hard points that satisfy both constraint functions and minimize the change of the toe-in.