• Journal of the Korean Society for Railway
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• v.13 no.6
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• pp.577-582
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• 2010

The importance of maintenance of rail surface defects is increasing according to the KTX operation. That is because during high speed operation of rolling stocks, rail surface defects shorten fatigue life of rail, accelerate track degradation and deteriorate ride comfort. Rail grinding has been applied for effective rail maintenance in Kyeong-Bu HS line. This paper evaluates the effectiveness of rail grinding in term of rail fatigue life. To this end, the stresses of the rail are measured under KTX running and the equivalent stress range is calculated by RMC after the frequency analysis done with rainflow counting method. Also, The Modified Miner's rule is applied to predict the fatigue life of ground rail. The result of the analysis shows that the fatigue life of ground rail is increased by 15%.

• The Journal of the Convergence on Culture Technology
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• v.7 no.4
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• pp.801-806
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• 2021

Rail corrugation is continuously increasing due to the lack of maintenance regulations for the amount of rail irregularities. Rail corrugation is causing various problems, such as a decrease in ride comfort and an increase in the amount of track maintenance. In this paper, the effect of rail corrugation on the track force was analyzed by measuring the rail irregularities before and after rail grinding and the track measurements (dynamic wheel load, displacement, and acceleration) for the section where the rail corrugation occurred. In addition, it was experimentally proven that the rail grinding performed to reduce the corrugation of the rail was very effective in reducing the additional forces on the track.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.5
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• pp.1191-1198
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• 2015

In this study, vehicle/track interaction analysis by the Saemaul powered vehicle was carried out. The prediction equation for the bending stress of rail was estimated using the rail bending stress by the rail surface irregularities at welds. Also, the fatigue analysis using a S-N curve of welds in the conventional railway was carried out. We estimated the fatigue life of CWR by the fracture probability. By the rail grinding, the fatigue life of CWR was evaluated in consideration to reduce the rail bending stress through removing the rail surface irregularities. Therefore, it presented the fatigue life of CWR according to the rail grinding execution plan in the conventional railway.

• Journal of the Korean Society for Railway
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• v.13 no.4
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• pp.447-454
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• 2010

The defects of rail head induced by fatigue and deterioration are mainly classified by two types ; one occurred on the surface of rail head the another occurred on the inner rail head. This study performed the surface irregularity measurement of rail head according to the passing tonnage in the urban railway. Also, we carried out microscopic structure test, chemical component test and micro-hardness test for the specimen which is the used rail on metro line by accumulated passing tonnage. As a result of this study, for new rail, it should be performed initial grinding in order to remove 0.3mm of de-carbonized layer. The preventive-cyclic grinding for preventing RCF defects is proposed two options : grinding by the whole line and grinding by specified sections.

• Journal of the Korean Society for Railway
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• v.20 no.2
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• pp.234-240
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• 2017

In this study, the influences of rail surface roughness on dynamic wheel-rail forces currently employed in conventional lines were assessed by performing field measurements according to grinding of rail surface roughness. The influence of the grinding effect was evaluated using a previous empirical prediction model for dynamic wheel-rail forces; model includes first-order derivatives of QI (Quality Index) and vehicle velocity. The theoretical dynamic wheel-rail force determined using the previous prediction equation was analyzed using the QI, which decreased due to rail grinding as determined through field measurements. At a constant track support stiffness, an increase in the QI caused an increase in dynamic wheel-rail forces. Further, it can be inferred that the results of dynamic wheel-rail analysis obtained using the measured data, such as the variation of QI due to rail grinding, can be used to predict the peak dynamic forces. Therefore, it is obvious that the optimum amount of rail grinding can be determined by considering the QI, that was regarding an operation characteristics of the target track (vehicle velocity and wheel load).

• Journal of the Korean Society for Railway
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• v.11 no.3
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• pp.272-279
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• 2008

The importance of maintenance of rail surface defects is increasing more according to the KTX operation. That is because during high speed operation of rolling stock, rail surface defects may cause shortened fatigue life of rail, acceleration of track degradation and reduced ride comfort. The paper was intended to study the establishment of rail grinding criteria of high-speed railway lines considering the KTX operation circumstances. For this, the specimens of UIC 60 rail on Kyeong-Bu high-speed operation lines were collected and they were tested for metallographic structure and measured for the hardness. As the factors affecting RCF causing the defects of rail surface, passing tonnage, running speed and track condition are considered.

• Journal of the Korean Society for Railway
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• v.15 no.2
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• pp.141-146
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• 2012

The rail surface defects which are generated on repeated rolling contact fatigue are getting increased according to high speed, high density, and minimum weight. In addition, Increasing noise and vibration are affected by these also impact load generated as well. Because of this phenomenon, more serious and critical damages were occurred. In fact, in order to control them, the rail grinding amount in Korea. This study evaluated how depth of hardening on rail surface is formed and suggested optimal rail grinding amount by RCF(rolling contact fatigue) test with generated contact pressure between KTX wheel and UIC60 rail by applying FEM analysis. Therefore, the amount was generated approximately 0.2mm/20MGT to maintain integrity of rail surface by getting rid of depth of hardening on rail according to rail accumulated passing tonnage.

• Restorative Dentistry and Endodontics
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• v.32 no.2
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• pp.138-150
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• 2007

The purpose of this study was to evaluate the difference of surface roughness of composite resin according to composite resin type, polishing methods, and use of resin sealant. Two hundred rectangular specimens, sized $8{\times}3{\times}2mm$, were made of Micro-new (Bisco, Inc., Schaumburg, IL, U.S.A) and Filtek Supreme (3M ESPE Dental Products, St. Paul, MN, U.S.A.), and divided into two groups; Micronew-M group, Filtek Supreme-S group. Specimens for each composite group were subdivided into five groups by finishing and polishing instruments used; M1 & S1(polyester strip), M2 & S2 (Sof-Lex disc), M3 & S3 (Enhance disc and polishing paste), M4 & S4(Astropol) and M5 & S5 (finishing bur), Polished groups were added letter B after the application of resin surface sealant (Biscover), eg, M1B and S1B. After specimens were stored with distilled water for 24hr, average surface roughness (Ra) was taken using a surface roughness tester. Representative specimens of each group were examined by FE-SEM (S-4700: Hitachi High Technologies Co., Tokyo, Japan). The data were analysed using paired t-test, ANOVA and Duncan's tests at the 0.05 probability level. The results of this study were as follows ; 1. The lowest Ra was achieved in all groups using polyester strip and the highest Ra was achieved in M5, S5 and M5B groups using finishing bur. On FE-SEM, M1 and S1 groups provided the smoothest surfaces, M5 and S5 groups were presented the roughest surfaces and voids by debonding of filler on the polished specimens. 2. There was no significant difference in Ra between Micronew and Filtek Supreme before the application of resin sealant, but Micronew was smoother than Filek Supreme after the application of resin sealant. 3. There was significant corelation between Ra of type of composite resin and polishing methods before the application of resin sealant (p=0.000), but no significant interaction between them after the application of resin sealant. On FE-SEM, most of composite resin surfaces were smooth after the application of resin sealant on the polished specimens. 4. Compared with before and after the application of resin sealant in group treated in the same composite and polishing methods, Ra of M4B and M5B was statistically lower than that of M4 and M5, and S5B was lower than that of S5, respectively (p<0.05). In conclusion, surface roughness by polishing instruments was different according to type of composite resin. Overall, polyester strip produced the smoothest surface, but finishing bur produced the roughest surface. Application of resin sealant provided the smooth surfaces in specimens polished with Enhance, Astropol and finishing bur, but not provided them in specimens polished with Sof-Lex disc.

• Journal of Dental Rehabilitation and Applied Science
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• v.37 no.1
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• pp.16-22
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• 2021

Purpose: The purpose of this study is to investigate the effect of surface polishing and fabrication method on the flexural strength of temporary restorative resin. Materials and Methods: Each of four fabrication methods was used to make 30 temporary restorative resin specimens and the specimens were divided into two groups depending on whether they were polished by mechanical polishing. Specimens were stored in 37℃ thermostat for 24 hours. Flexural strength was measured using a universal testing machine (UTM). The data obtained through the experiment were analyzed with Two-way ANOVA, Tukey's HSD test and Paired t-test. Results: CAD/CAM milling group showed the highest flexural strength regardless of surface polishing. In decreasing order, the flexural strength of the other fabrication method group was as follows SLA 3D printing, DLP 3D printing, and Conventional method group. Conclusion: Surface polishing did not affect flexural strength of the temporary restorative resin (P > 0.05). However, there were statistically significant differences in flexural strength depending on fabrication method (P < 0.05).

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.2
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• pp.821-831
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• 2013

As a result of recent research, it is reported that the periodic replacements criterion of rails is able to extend as grinding rail surface and using the continuous welded rail (CWR). In this study, we carried out fatigue tests on existing laid rails. Based on the test results, an S-N curve expressing the remaining life of laid rails at a fracture probability of 50% was obtained using weighted probit analysis suitable for small-sample fatigue data sets. As rails used for testing had different histories in terms of accumulated tonnage, the test data were corrected to average out the accumulated tonnage. We estimated the remaining service lives for laid rails on the urban railway using equations developed in the past to estimate rail base bending stress and that surface irregularities into consideration. Therefore, estimating the remaining service life of laid rails showed that the rail replacement period could be extended over 200 MGT, although it is necessary to remove longitudinal rail surface irregularities at welds by grinding. Also, the fatigue test results under fatigue limit, Haibach's rule appling half slope of S-N curve under the fatigue limit was considered more reasonable than modified Miner's rule for estimating rail fatigue life.