• Journal of the Korean Society for Railway
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• v.10 no.2 s.39
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• pp.124-130
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• 2007

The emphasis of this paper is to find out the changes in length of nose in line with speed improvement and changes of the tendency in the shape of the nose in line with time series based on the Shinkansen vehicle. The length of the nose on the lines of high speed tends to get longer, however there is no proportion between the speed and the nose according to optimal design that was designed to reduce micro-pressure wave and air resistance. The Shinkansen vehicles, according to the shape, can be classified in to an Advanced Paraboloid shape, a Sharp-nosed shape, a Flat-nosed shape and an Organic Double-edged shape and is gradually changing in the trend of diversity and distinction. Hereafter, the design of the nose will be developed better into the design that will comprehend identity of manufacturer, region and culture on the basis of optimized aerodynamic shape.

• Proceedings of the Korea Concrete Institute Conference
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• 2001.11a
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• pp.853-858
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• 2001

The PSC bridge being built by ILM may have greater bending moment during its construction rather than after completion. When it occurs, Engineer should suggest to reduce stress-resultants than to make bigger cross-section with considering stability ,economics, and proper span-to-depth ratio. The used method is to install extruded nose at the end of girder. It substitutes the weighted segment for the light. From the reference, the stiffness of extruded nose, is 1/10 of the main girder, and the length is 60 to 70% of the length of the span, with little justification. In this study, the proper length and stiffness of the nose element is determined by the parametric study and idealizing procedure. The results about the extruded nose through the mixing of the parameter of its stiffness and length, the proper length of extruded nose is 80% of the longest span and the proper stiffenss is 13% of the bending stiffness of the superstructure and the proper length of extruded nose is 70% of the longest span and the proper stiffness is 9.5% of the bending stiffness of the superstructure.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.4A
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• pp.487-495
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• 2008

The behavior of nose-deck system during launch was examined by three dimensionless launching parameters, such as the relative flexural stiffness, the relative nose weight, and the relative nose length. The techniques of optimizing the launching nose were illustrated and equations of relationship between relative nose weight and relative nose length were derived under minimum conditions of the launching negative and positive moment. Equations of maximum positive and negative moment were suggested under the conditions. The optimum design method of the launching nose was proposed in launched continuous girder bridges. It was found that the ideal launching nose was to design that with the relative nose weight of 0.167 and the relative nose length of 0.836 to minimize absolute values of the positive and negative moment during launch.

• Journal of the Korea Society for Simulation
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• v.27 no.3
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• pp.109-116
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• 2018

In order to destroy the hard target, it is essential to develop a penetration warhead with high penetration performance. To design a penetration warhead, this paper discusses the effect of nose shape factors such that nose shape, nose length, nose tip diameter, on the penetration performance of the penetrator. AUTODYN-2D has been used to conduct the computational analysis. The experimental result of Forrestal, and a simulation result have been compared to verify the reliability of computational analysis. Computational results show that the nose length have more influence on the penetration performance than the nose shape. Furthermore, simulation results show that the penetration performance can be improved by increasing the nose tip diameter to a specific value, when the nose length of the penetrator is uniform.

• The korean journal of orthodontics
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• v.24 no.4 s.47
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• pp.861-869
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• 1994

The purpose of this study was to investigate the relationship of nose profile with respect to skeletodental pattern, by measured and analyzed statistically the lateral cephalograms of 95 females (13 to 30 years old). Tge results were summerized as follows ; 1. The antero-posterior factors of the nose - nasofrontal angle, nasofacial angle, and dorsal length / ala length ratio were different among the malocclusion groups 2. There were no significant correlation between the the vertical nose factors and the skeletal factors 3. The Class I groups had a straight nose profile , the Class II groups had a convex profile ; the Class III groups had a concave profile.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1835-1842
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• 2007

The purpose of this paper describes the changes of TGV & ICE series' nose shape by increasing train speed and according to the periodical characteristics. As the speed increases, the length of the nose shape trends to lengthen longer. But the nose shape length does not increase as speed improves by optimized nose shape to reduce aerodynamic drag and micro-pressure wave in tunnels. TGV & ICE series' nose shape can be classified into Advanced paraboloid type, Shape-nosed type, Organic double-edged type and Flat-nosed type by the advance research(the changes of Shinkansen vehicle' nose shape) of high speed railway. Because it trends to be diversified and characterized more and more. This paper analyzed and introduced as TGV & ICE series' nose shape by top 2 nation (Germany, France) and high speed railway in the past years(1980-2007) for their railway design trends by new positioning(Advance research).

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.94-100
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• 2005

This paper describes the changes of Shinkansen vehicles' nose shape by increasing train speed and according to the stream of time. As the speed increases, the length of the nose trends to lengthen longer. But the nose length does not increase as speed improves by optimized nose shape to reduce aerodynamic drag and micro-pressure wave in tunnels. Shinkansen vehicles nose shape can be classified into Advanced paraboloid type, Sharp-nosed type, Organic double-edged type and Flat-nosed type. In addition, it trends to be diversified and characterized more and more. In the near future, nose designs will be emphasized by the design concept including identity of each JR company based on optimized aerodynamic shape.

• Journal of the Korean Society of Industry Convergence
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• v.5 no.3
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• pp.201-208
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• 2002

The machine tool which operates by hand is replacing by CNC machine tool to improve the quality of the product and the productivity in modem mechanic industry. The precision of machine part is influenced greatly the surface roughness by cutting condition of machine tool. So this study was performed to examine the aluminium surface roughness of section according to change of strength rating, nose radius, cutting speed, using live center. The results of this study are as follows; 1. In the case of 56mm diameter of test piece(length is below triple of diameter), whether establish the live center or not, doesn't influence to the surface roughness, and it is possible to make product without the live center. 2. The average surface roughness of 42mm diameter(length is quadruple of diameter) is similar to the 56mm diameter in the cutting condition of nose radius 0.8mm and cutting speed 140mm/min, but there are increases and differences in other cutting conditions. 3. In the case of test piece length more 70m/min(140m/mm) and nose radius improved greatly using the live center. 4. In the case of test piece length is quintuple of diameter, the nose radius must choose big tool and increase the cutting speed in preference live center establishment availability to improve that is surface roughness. Conclusively, if aluminum test piece length is fewer than triple of diameter, can process without establishing live center. If aluminum test piece length is more than quintuple of diameter, cutting conditions to improve surface roughness are (1) cutting speed (2) nose radius (3) whether the live center uses or not.

• The Research Journal of the Costume Culture
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• v.12 no.6 s.53
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• pp.933-944
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• 2004

This study was aimed to provide the fundamental and various measurement data of the head and face for male children. Two hundred forty one male children, aged nine to twelve years, participated for this study. The 31 regions on the head and face of the subjects were directly measured by the expert experimenters. Through factor analysis, the six factors were extracted upon factor scores and those factors comprised $67.47\%$ for the total variances. The first factor was described the general height elements for the mouth and the environs of the mouth. The second factor was described the general height around the nose, forehead and eyes. The third factor was described the height of the ear environs. The forth factor contained the length around the sinciput to the occiput, the head thick and the head circumstance. The fifth factor was described the general width of the outer head and the corner of the eyes. The last factor contained the depth of the mouth and nose. Four clusters as their head and face shape were categorized using six factor scores by cluster analysis. Type 1 was characterized by the shortest head and face width, surface length and girth, and the shorter length of head, but the highest position of chin, philtrum, upper lip. Type 2 was characterized by the shortest head and face length and thickness, and the lowest position of the forehead, eye, nose, mouth, ear environs, but that had wider width of head and face. Type 3 was characterized by the longest and the widest head and face type, and the highest position of the mouth. Type 4 was characterized by longer length of head and face, and the widest head girth and largest head thickness, and the highest position of the forehead, eye, nose environs. And this type had the widest width of nose and mouth, and the longest head surface length.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2004.10a
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• pp.187-194
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• 2004

The structural behavior of superstructure by ILM is strongly dependent on the process of launching nose according to the construction process. The ratios of length, weight, and flexural stiffness of launching nose to those of superstructure are taken as the analysis parameters in this study. The interaction behaviors are analyzed according to the variation of parameters. Design formulas to pursue the optimum values for length, weight, and stiffness of launching nose are suggested through the parametric study. As a result, the minimum stiffness ratio is analyzed as I₂/I=0.045 and I₁/I=0.02 for the optimum track of the sectional force while the elastics modulus ratio is 6.8359. Additionally, the design results of real projects are analyzed by the developed formulas to verify that they are designed well in structurally optimal point of view.