• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.22 no.3
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• pp.380-387
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• 2013

In this study, two finite element (FE) models were developed to evaluate the thermal characteristics of a feeding axis of a CNC lathe. One was used for analysis of heat transfer to identify the temperature distribution of the feeding axis and then, the other was used for analysis of thermal deformation to evaluate its structural behavior based on the temperature distribution. The FE models were based on the test standard for the axial thermal displacement. The feeding velocity was composed of three steps: the ascending, constant, and descending velocities. Therefore, the heat generation and convection coefficient were calculated for each velocity and applied to the thermal FE model. The convection coefficient for the ball screw rotation was based on an experimental equation. The result of the analytical thermal displacement was compared with that of the experimental displacement to verify the finite element models.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 1997.04a
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• pp.862-867
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• 1997

A 5-axis NC milling technology is presented on ruled surface. Problems in 5-axis NC machining are such as tool interference,tool collision and change of tool attitude,etc. The change of tool attitude causes rotation of cutter and variation of feedrate to overcut part surface. This poor control of tool attitude is the primary problem in multi-axis NC milling. This paper observes ruled surface for control of tool attitude. Ruled surface is composed of directrix and ruling, line of constant magnitude. Directrix corresponds to points on part surface and Ruling cutting tool. Trajectory of tool movement corresponds to ruled surface.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.11 no.3
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• pp.110-115
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• 2012

For domestic aircraft industry, not mass production of components is limited, small production scale of the order is made by part because many kinds of hundreds of thousands of kinds of small quantity batch production system are taking. But the high reliability and stability are required during the processing because they require high precision parts are required. It is found that when C-axis rotation speed was increased, the diameter of the cutting tool decreased with increasing surface roughness, while the turn-mail feed rate was increased with increasing the surface roughness.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.30-35
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• 2010

The railway vehicle is a multi-body system running on the track which consists of carbody, bogie and wheelset, each of components is connected with rigid mass, spring and damper. each of components has translation motions of longitudinal (X axis), lateral(Y axis) and vertical(Z axis) direction, and rotation motions of X, Y, Z axis which are named Rolling, Pitching and Yawing. The vibration mode of railway vehicle is difficult to find the characteristics of motion during the operation on the track because these happen to independence or duplication motion caused by vehicle, wheel/rail and track irregularity etc. This paper presents the result of ramp test to show the bounce, roll, pitch and yaw mode frequency of the railway vehicle.

• 한국정보디스플레이학회:학술대회논문집
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• 2005.07a
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• pp.430-432
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• 2005

Although color characteristics of IPS mode are much better than TN or VA mode, there still remains a room for improvement of the color characteristics of IPS mode compared with the conventional CRT. It has been generally as sumed that inherent color variation of IPS mode is entirely owing to dependence of the effective retardation on wavelength and role of optical axis of IPS mode has been little considered. In this study, we investigated the effects of driving voltages on the effective retardation and the effective optical axis by a computer simulation. The result shows that rotation of effective optical axis is dependent on wavelength and tends to be smaller for larger wavelength.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1321-1326
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• 2011

THE RAILWAY VEHICLE IS CONSISTS OF CARBODY, BOGIE AND WHEELSETS, EACH OF COMPONENTS IS CONNECTED WITH RIGID MASS, SPRING AND DAMPER. EACH OF COMPONENTS HAS TRANSLATION MOTIONS OF LONGITUDINAL (X AXIS), LATERAL (Y AXIS) AND VERTICAL (Z AXIS) DIRECTIONS, ROTATION MOTIONS OF X, Y, Z AXIS WHICH ARE NAMED ROLLING, PITCHING AND YAWING. THE VIBRATION MODE OF RAILWAY VEHICLE IS DIFFICULT TO FIND THE CHARACTERISTICS OF MOTION DURING THE OPERATION ON THE TRACK BECAUSE THESE HAPPEN TO INDEPENDENCE OR DUPLICATION MOTION CAUSED BY VEHICLE, WHEEL/RAIL AND TRACK IRREGULARITY ETC. IT IS NAMED AN ABNORMAL VIBRATION THAT THE VIBRATION, WHICH WAS PASSED THE PRIMARY AND SECONDARY SUSPENSION, IS AFFECTED TO THE PASSENGER WITHOUT DAMPING. THIS PAPER DESCRIBES AN EXPERIENCE EVALUATION TO FIND THE CAUSE OF AN ABNORMAL VIBRATION WHICH WAS HAPPEN AT OPERATING SPEED 60KPH ZONE DURING THE MAINLINE TEST.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.83-86
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• 2002

Numerical simulations are conducted for laminar flow past a sphere rotating In the transverse direction, in order to investigate the effect of the rotation on the characteristics of flow over a sphere. The Reynolds numbers considered are Re=100, 250 and 300 based on the free-stream velocity and the sphere diameter, and the rotational speeds are in the range of $0{\leq}{\omega}{\leq}1$, where ${\omega}^{\ast}$ is the maximum velocity on the sphere surface normalized by the free-stream velocity. At ${\omega}^{\ast}=0$ (without rotation), the flow past the sphere experiences steady axisymmeoy, steady planar-symmetry and unsteady planar-symmetry, respectively, at Re=100, 250 and 300. However, with rotation, the flow becomes planar-symmetric for all the cases investigated and the symmetry plane is orthogonal to the axis of the rotation. The flow is also steady or unsteady depending on both the Reynolds number and the rotational speed, and the vortical structures behind the sphere are significantly modified by the rotation. For example, at Re=300, hairpin vortices completely disappear in the wake at ${\omega}^{\ast}=0.4\;and\;0.6$, and at ${\omega}^{\ast}=1$ vortical structures of a high frequency are newly generated due to the shear layer instability. It is also shown that with increasing rotational speed, the time-averaged drag and lift coefficients increase monotonically.

• The korean journal of orthodontics
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• v.31 no.1 s.84
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• pp.15-24
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• 2001

In order to achieve a desirable tooth movement, it is of great importance to control the M/F ratio and to know the location of the center of resistance. The purpose of this study was to locate the center of resistance and the axis of rotation, and to estimate the stress distribution in the periodontal ligament with experimental model. After preparing a model of an upper canine with a simulated periodontal ligament and alveolar bone, the force and moment were applied. The tooth movement was traced using measuring device with LVDTs(Linear variable differential transformers) that can measure three dimensional tooth movement in real time. The results were as follows. 1. The location of center of resistance by transverse force was $29\%$ of root length measured from alveolar crest to apex regardless of force magnitude. The position of the center of resistance is more coronal than that of two-dimensional model($42\%$). 2. The center of resistance and the axis of rotation coincide when couple moment was applied. 3. As the magnitude of moment increases, tooth tends to extrude irrespective of the direction of the moment. 4. The relationship between location of force and axis of rotation (a x b = $49.6\;mm^2$) was obtained. A tooth movement can be predicted through this formula. 5. The centers of rotation by transverse force were plotted linearly.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.37
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• pp.36.1-36.7
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• 2015

Background: This study was performed to evaluate three-dimensional positional change of the condyle using three-dimensional computed tomography (3D-CT) following unilateral sagittal split ramus osteotomy (USSRO) in patients with mandibular prognathism. Methods: This study examined two patients exhibiting skeletal class III malocclusion with facial asymmetry who underwent USSRO for a mandibular setback. 3D-CT was performed before surgery, immediately after surgery, and 6 months postoperatively. After creating 3D-CT images by using the In-vivo $5^{TM}$ program, the axial plane, coronal plane, and sagittal plane were configured. Three-dimensional positional changes from each plane to the condyle, axial condylar head axis angle (AHA), axial condylar head position (AHP), frontal condylar head axis angle (FHA), frontal condylar head position (FHP), sagittal condylar head axis angle (SHA), and sagittal condylar head position (SHP) of the two patients were measured before surgery, immediately after surgery, and 6 months postoperatively. Results: In the first patient, medial rotation of the operated condyle in AHA and anterior rotation in SHA were observed. There were no significant changes after surgery in AHP, FHP, and SHP after surgery. In the second patient, medial rotation of the operated condyle in AHA and lateral rotation of the operated condyle in FHA were observed. There were no significant changes in AHP, FHP, and SHP postoperatively. This indicates that in USSRO, postoperative movement of the condylar head is insignificant; however, medial rotation of the condylar head is possible. Although three-dimensional changes were observed, these were not clinically significant. Conclusions: The results of this study suggest that although three-dimensional changes in condylar head position are observed in patients post SSRO, there are no significant changes that would clinically affect the patient.

• Korean Journal of Applied Biomechanics
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• v.27 no.2
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• pp.91-97
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• 2017

Objective: To investigate rotation movement of segment for performing each position and its effect on knee/hip angulation, COM inclination, and edging angle changes. Method: Twelve Alpine skiers (age: $25.8{\pm}4.8years$, height: $173.8{\pm}5.9cm$, weight: $71.4{\pm}7.4kg$, length of career: $9.9{\pm}4.6years$) participated in this study. Each skier was asked to perform counter-rotation, neutral, and rotation positions. Results: Shank and thigh were less rotated in the counter-rotation position than in other positions, whereas the trunk and pelvis were more counter-rotated (p<.05). Hip angulation, COM inclination, and edging angle were significantly greater in the counter-rotation position than in other positions (p<.05). Conclusion: Our finding proved that the counter-rotation position increases hip angulation, COM inclination, and edging angle. Consequently, we suggest that skiers should perform counter-rotation of the trunk and pelvis relative to the ski direction in the vertical axis for the counter-rotation position. Further analysis will continue to investigate the effects of the counter-rotation position in real ski slope with kinetic analysis.