• 대한수학회논문집
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• 제31권4호
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• pp.827-844
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• 2016

Here, in this paper, we aim at establishing some new unified integral and differential formulas associated with the $\bar{H}$-function. Each of these formula involves a product of the $\bar{H}$-function and Srivastava polynomials with essentially arbitrary coefficients and the results are obtained in terms of two variables $\bar{H}$-function. By assigning suitably special values to these coefficients, the main results can be reduced to the corresponding integral formulas involving the classical orthogonal polynomials including, for example, Hermite, Jacobi, Legendre and Laguerre polynomials. Furthermore, the $\bar{H}$-function occurring in each of main results can be reduced, under various special cases.

• Kyungpook Mathematical Journal
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• 제18권2호
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• pp.311-319
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• 1978

This paper deals with the evaluation of two definite integrals involving spheroidal wave function, H-function of two variables, and the generalized hypergeometric function. Also, an expansion formula for the product of generalized hypergeometric function and the H-function of two variables has been obtained. Since the H-function of two variables, spheroidal wave functions, and the generalized hypergeometric function may be transformed into a number of higher transcendental functions and polynomials, the results obtained in this paper include some known results as their particular cases. As an application of such results, a problem of heat conduction in a non-homogenous bar has been solved by using the generalized Legendre transform [9].

• 한국자동차공학회논문집
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• 제3권2호
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• pp.16-29
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• 1995

In this study a tracked vehicle is idealized as a 2-dimensional 9-degrees-of-freedom model which takes into account the effects of HSU units, torsion bars, and track. For the model equations of motion are derived using Kane's method. By using the equations of motion, a numerical example is solved and results are compared to those obtained by using a general purpose multi body dynamic analysis program. The comparison study shows the reasonable coherence between the two results. which confirms the effectiveness of the model. With the model, dynamic response optimization is carried out. The objective function is the peak value of the vertical acceleration of the vehicle at the driver's seat, and the constraints are the wheel travel limits, the ground clearance. and the limits of other design variables. Three different sets of design variables are chosen and used for the optimization. The results show the attenuation of the acceleration peak value. Thus the procedure presented in this study can be utilized for the design improvement of the real system.