• Journal of Auto-vehicle Safety Association
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• v.4 no.1
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• pp.18-22
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• 2012

The US-NCAP was rated by the head and chest injury, but the new US-NCAP requires various dummy injury parts such as head, neck, chest, and femur. So, new restraint systems are needed. Particularly, the knee bolster must meet both unbelted and belted test condition requirements. This paper analyzed the dummy response of both test condition and suggested a knee bolster F-D requirement as well as a new knee bolster structure.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.49-54
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• 2011

Carbody bolster must be a strong structural member of the underframe because it is in the direct line of weight transmission. On the other hand, carbody bolster is a heavy member that occupied about 20~25% in the weight of underframe. In order to reduce the weight of carbody bolster, we study the design factors such as bending stiffness, bending strength and deformation according to the change of carbody bolster's second moment of area. And we investigate the design factors of a total of 10 species of existing rail vehicles. The results of this study can be used as practicable method in designing carbody bolster in the future.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.55-60
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• 2011

For the bolster type bogie, bolster anchor body connections are proviede to transmit the longitudinal loads for traction or braking between the carbody and the truck. The bolster anchor body connection is generally composed of anchor rod bracket, anchor rod and its fastening devices. The bolster anchor body connection shall be basically capable of withstanding a longitudinal load resulting from excessive braking case or impact. Additionally the north America standard requires that the anchor rod bracket shall be frangible, I.e. the anchor rod bracket shall fail and fall away under load before the carbody structure is damaged since to protect the cabody structure in the event of unexpected accident. This paper describes the shear connection design using the optimized mechanical fasteners in the bolster anchor body connection to satisfy these Northe America requirements.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.30 no.2 s.245
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• pp.210-218
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• 2006

This paper has performed static, fatigue and nondestructive test of tilting' bolster frame for Korean tilting train. From the static test, the structural safety was investigated using Goodman diagram. After the static test, the fatigue test were conducted under tilting load conditions. The fatigue test was conducted for $10\times10^6$ cycles. During the fatigue test, the nondestructive tests using magnetic particle and liquid penetrant were performed at $6\times10^6$cycle and $10\times10^6$cycle. From the crack detection tests, it was known that there was no fatigue crack in the tilting bolster.

• Journal of the Korea Convergence Society
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• v.11 no.1
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• pp.169-174
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• 2020

Side bolster is a part of the vehicle seat that holds the passenger's body from the side to make it more stable when the passenger is seated in the seat. In this study, the structural and fatigue analyses of the side bolsters at a car seat were carried out with two models of A and B. The heavily loaded parts, the damage by fatigue at driving a car and the difference of durability due to the structure were examined and the distributions of stress and deformation, and the fatigue lives were seen. Also, the strength and durability were examined. This study result is thought to be devoted to decrease the fatigue damage and increase the fatigue life and durability according to the design of bolster. This result is able to improve the product by applying the design of automotive side bolster practically. And it is thought to be the advantage to apply this study result to the convergence research with esthetic sense.

• Archives of Plastic Surgery
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• v.45 no.3
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• pp.266-270
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• 2018

Background Skin grafting is a commonly performed operation in plastic and reconstructive surgery. The tie-over dressing is an effective technique to secure the grafted skin by delivering persistent downward pressure. However, if an additional dressing is required due to incomplete graft healing, the process of re-implementing the tie-over dressing may be frustrating for both patients and surgeons. Therefore, we introduce the double tie-over dressing, which readily allows for an additional tie-over dressing after the first dressing, and we present a comparison of its effectiveness with that of the simpler bolster dressing. Methods Of 128 patients with a skin defect, 69 received a double tie-over dressing and 59 patients received a simple bolster dressing. Using the independent t-test, the mean healing time, which was defined as the mean time it took for the wound to heal completely so that no additional dressing was required and it was washable with tap water, was compared between the 2 groups in both the head and neck region and in other areas. Results The mean healing time for the head and neck region in the double tie-over dressing group was $9.19{\pm}1.78days$, while it was $11.05{\pm}3.85days$ in the bolster dressing group. The comparison of the 2 groups by the independent t-test revealed a P-value of 0.003 for the mean healing time. Conclusions In the head and neck area, the double tie-over dressing required less time to heal than the simple bolster dressing.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.28-34
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• 2011

The carbody underframe of TTX vehicle should be modified a lot for the installation of new devices such as an active suspension system between the bogie and the carbody of TTX vehicle, because the carbody underframe is one body structure consisting of a center sill welded with a carbody bolster. Modification operation of the carbody takes a lot of time and cost, because the huge sized carbody structure should be moved to a machining apparatus and machined to guarantee the manufacture accuracy of new device installation brackets. For this reason, modification operation improvement is needed to install new devices more efficiently between the bogie and the carbody. This paper introduce the development of 'bogie/carbody interface bolster' that not only supports the carbody weight but also enables new devices to be installed more efficiently between the bogie and the carbody. This development has advantage to reduce working time and cost to install new devices such as an active suspension system between the bogie and the carbody by minimizing the modification of the carbody of TTX vehicle.

• International Journal of Industrial Entomology and Biomaterials
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• v.24 no.1
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• pp.41-47
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• 2012

The Scarites aterrimus (Coleoptera: Carabidae) dwells exclusively on coastal sandy dunes. Previously, we investigated the nation-wide magnitude and nature of genetic diversity of the species using mitochondrial COI gene and found moderate to low magnitude of sequence diversity, the presence of closely related haplotypes, and relatively high gene flow estimate. Based on these observations we concluded that the species had no historical barriers that bolster genetic subdivision and possible population decline. In this study, we additionally sequenced mitochondrial COII gene from 23 individuals collected from 9 Korean localities to confirm previous findings. Sequencing of 688 bp COII gene provided 5 haplotypes ranging in sequence divergence from 0.145% to 0.291% (1 ~ 2 bp), further confirming low sequence divergence of the species. Gene flow estimates and genetic diversity estimates also support the previous findings that there had been no historical barriers that bolster genetic subdivision.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2000.11a
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• pp.616-619
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• 2000

The optimum design of a structure requires to determine economical member size and shape of a structure which satisfies the design conditions and functions. In this study, it is attempted to minimize a dead weight of the bogie frame. Therefore, shape optimization is performed for a bolster rib at first and then size optimization for the thickness of top and bottom plate. For the efficient reduction of a weight of a bogie frame, various ellipses centered at a centroid of a bolster rib are made and tried. For the shape optimization, a major axis and an eccentricity of an ellipse are chosen as design variables. From the numerical results of shape and size optimization of a bogie frame, it is known that the weight can be reduced up to 12.476 Y4717.21 kg) with displacement and stress constraints.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.440-446
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• 2005

The truck frame of railway vehicle is important structure supporting the various loadings during running on the railway. The verification of sufficient strength on truck frame is essential in case of EMU carrying many people. To verify the safety of truck frame, the actual loading conditions should be considered ast design stage. This paper is describing that the development procedure of truck frame and bolster changed from existing casting frame to new welded frame for New-York EMU, also introducing the design regulations for new welded truck frame. Additionally the dynamic accelerations on the truck were measured to insure the actual loadings on service running condition, and the procedure and results of this test are described in this paper.