• Transactions of the Korean Society of Machine Tool Engineers
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• v.10 no.3
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• pp.1-6
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• 2001

An analytical thermal model of HESG(higt efficiency speed grinding) is presented, in which the heat flux to workpiece in grinding zone is modeled as time dependent and moves along a slope decided by contact chord(approximation of con-tact arc). By matching the maximum surface temperature of workpiece derived from this model to the maximum surface temperature of grinding wheel composite as done in Lavins simple thermal model, the relation of maximum surface tem-perature and energy partition of workpiece to grinding speed is obtained. In high speed grinding, as wheel speed increases, energy partition decreases with no regard to table speed.

• Composites Research
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• v.14 no.2
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• pp.13-21
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• 2001

Substituting composite structures for conventional metallic structures has many advantages because of higher specific stiffness and specific strength of composite materials. In this work, one-piece driveshafts composed of carbon/epoxy and glass/epoxy composites were designed and manufactured for a rear wheel drive automobile satisfying three design specifications, such as static torque transmission capability, torsional buckling and the fundamental natural bending frequency. Single lap adhesive joint was used to join the composite shaft and the aluminum yoke. The torque transmission capability of the adhesively bonded composite shaft was calculated with respect to bonding length and yoke thickness by finite element analysis and compared with the experimental result. Torque transmission capability was based on the Tsai-Wu failure index fur composite shaft and the failure model which incorporated the nonlinear mechanical behavior of aluminum yoke and epoxy adhesive. From the experiments and the finite element analyses, it was found that the static torque transmission capability of the composite driveshaft was highest at the critical yoke thickness, and saturated beyond the critical length. Also, it was found that the one-piece composite driveshaft had 40% weight saving effect compared with a conventional two-piece steel driveshaft.

• Restorative Dentistry and Endodontics
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• v.26 no.6
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• pp.492-498
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• 2001

The purpose of this study was to evaluate four different composite resins in vitro for microleakage in Class II box type restorations that have gingival margins apical to the cementoenamel junction. Forty caries free extracted human molars were used in this study. The Class II cavities were prepared 1.0mm below cementoenamel junction with a #701 carbide bur. The teeth were randomly divided into four groups, each group comprising 20 treated cavities according to adhesives and filling materials ; Group 1: Scotchbond Multipurpose/Z 100. Group 2: Ariston Liner/Ariston pHc, Group 3: One Step/Pyramid, Group 4: Prime & Bond NT/SureFil. To simulate the clinical situation during restoration placement, a restoration template was fabricated and composite resin was filled using a three sited light-curing incremental technique. The specimens were stored in the 100% humidity for 7 days prior to thermocycling. The specimens were immersed in 2% methylene blue dye solution for 24 hours and then embeded in transparent acrylic resin and sectioned mesiodistally with a diamond wheel saw. The degree of marginal leakage was scored under the stereomicroscope($\times$20) and the data were analyzed by Kruskal Wallis test and Mann Whitney test. (omitted)

• Proceedings of the KSME Conference
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• 2007.05a
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• pp.148-153
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• 2007

The effect of silicon carbide (SiC) and graphite fillers incorporation on the abrasive wear behaviour of glass-vinyl ester (G-V) composites have been investigated. The three-body abrasive wear behaviour was assessed by rubber wheel abrasion tests (RWAT). The worn surfaces were examined using scanning electron microscopy (SEM). The addition of SiC and graphite fillers in G-V composite improves the abrasion resistance under different loads/abrading distances. The SEM studies indicate the reasons for failure of composites and influencing parameters.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2004.04a
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• pp.13-17
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• 2004

In recent years, the deterioration of reinforced concrete structures has become a serious problem in civil engineering fields. This situation is mainly due to corrosion of steel reinforcing bars embedded in concrete. Recently, there has been a greatly increased demand for the use of FRP (fiber reinforced plastic) in civil engineering field due to their superior mechanical and physical properties. This paper presents an experimental study on the behavior of concrete bridge deck reinforced with FRP Box, FRP Plate, and FRP Re-bar. In tlIe study, mechanical properties of FRP Box, FRP Plate, GFRP Re-bar, and CFRP Grid have been investigated. Full scale one-way deck slab was tested under four point lateral load (equivalent to actual wheel load of DB-24 including impact). Load-deflection and load-strain data were collected through LVDT's and strain gages attached to the specimen.

• Journal of Dental Rehabilitation and Applied Science
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• v.35 no.1
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• pp.1-10
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• 2019

Purpose: The aim of this study was to evaluate the influence of polishing methods on the color stability of composite resins. Materials and Methods: Two bulk-fill and four conventional resin composites were filled in cylindrical molds (6 mm diameter, 4 mm height) and light-cured. The specimens were stored in $34^{\circ}C$ distilled water for 24 h. Spectrophotometer was used to determine the color value according to the CIE $L^*a^*b^*$ color space. Each group was divided into three groups according to polishing methods (n = 5). Group 1 was control group (Mylar strip group), group 2 was polished with PoGo, and group 3 was polished with Sof-Lex Spiral wheels. Color evaluation was performed weekly for 4 weeks after immersion in $34^{\circ}C$ distilled water. The results were analyzed by generalized least squares method (P < 0.05). Results: Generalized least squares analysis revealed that Sof-Lex Spiral wheels group showed the significantly lower ${\Delta}E$ values compared to PoGo and control group (P < 0.05). The ${\Delta}E$ values of polished group showed the significantly lower than the ${\Delta}E$ values of unpolished group (P < 0.05). Regarding color changes of composite resins, there was no significant difference between the ${\Delta}E$ values of Filtek Z250 and Filtek Z350 XT Universal restorative in all time intervals (P < 0.05). Tetric N-Ceram Bulk Fill showed the significantly lower ${\Delta}E$ values compared to other composite resins in 1, 2, 3 weeks (P < 0.05). Conclusion: Within the limitations of this study, polishing methods influence the color stabilities of composite resins. The group polished with Sof-Lex Spiral Wheels showed more resistance to discoloration than group polished with PoGo.

• Steel and Composite Structures
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• v.18 no.1
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• pp.149-163
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• 2015

Orthotropic steel highway bridges exist almost everywhere in world, especially in Europe. The design of these bridges started very early in 20th century and ended with a conventional orthotropic steel bridge structure, which is today specified in DIN FB 103. These bridges were mostly built in 1960's and exhibit damages in steel structural parts. The primary reason of these damages is the high pressure that is induced by wheel- loads and therefore damages develop especially in heavy traffic lanes. Constructive rules are supplied by standards to avoid damages in orthotropic steel structural parts. These rules are first given in detail in the standard DIN 18809 (Steel highway- and pedestrian bridges- design, construction, fabrication) and then in DIN- FB 103 (Steel bridges). Bridges built in the past are today subject to heavier wheel loads and the frequency of loading is also increased. Because the vehicles produced today in 21st century are heavier than before and more people have vehicle in comparison with 20th century. Therefore dimensioning or strengthening of orthotropic steel bridges by using stiffer dimensions and shorter spans is an essence. In the scope of this study the complex geometry of conventional steel orthotropic bridge is generated by FE-Program and the effects of cross beam web thickness and cross beam span on steel bridge are assessed by means of a parameter study. Consequently, dimensional and constructional recommendations in association with cross beam thickness and span will be given by this study.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.17 no.4
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• pp.32-38
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• 2018

In this study, the one-piece propeller shaft composed of carbon/epoxy was designed and manufactured for 4 wheel drive automobiles that can bear the target torsional torque performance of 3.5kN.m. For the CFRP tube, braiding machine was used to weaving carbon fiber and it was formed the braided yarns with the braid angle ${\pm}45^{\circ}$ and axial yarns to improve strength of the lengthwise direction. The final CFRP tube of propeller shaft was evaluated through the torsional torque test. The CFRP propeller shaft satisfied requirement of the target torsional maximum torque of 3.5kN.m. Also, it was found that the one-piece composite propeller shaft with CFRP tube had 30% weight saving effect compared with a two-piece steel propeller shaft.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.3
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• pp.303-309
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• 2015

In this study, a vehicle dynamic analysis and roller rig test were performed to evaluate the applicability of a suspensionless composite bogie to railway vehicles. A vehicle dynamic analysis was carried out under different rubber bushing stiffness values. The stiffness of the rubber bushing that plays a role in guiding wheel sets was varied in the range of 10-100 MN/m, in 10-MN/m steps. Based on the results, the composite bogie with a rubber bushing stiffness of more than 40 MN/m satisfied the design requirements. In addition, a rubber bushing with a stiffness of 81 MN/m was fabricated, and a roller rig test was performed. Based on the test results, the vehicle equipped with the composite bogie had a critical speed of 363 km/h, which agreed with the simulation result within an error of 10%.

• Steel and Composite Structures
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• v.48 no.2
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• pp.207-233
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• 2023

Steel-concrete composite box girder bridges are widely used in the construction of highway and railway bridges both domestically and abroad due to their advantages of being light weight and having a large spanning ability and very large torsional rigidity. Composite box girder bridges exhibit the effects of shear lag, restrained torsion, distortion and interface bidirectional slip under various loads during operation. As one of the most commonly used calculation tools in bridge engineering analysis, one-dimensional models offer the advantages of high calculation efficiency and strong stability. Currently, research on the one-dimensional model of composite beams mainly focuses on simulating interface longitudinal slip and the shear lag effect. There are relatively few studies on the one-dimensional model which can consider the effects of restrained torsion, distortion and interface transverse slip. Additionally, there are few studies on vehicle-bridge integrated systems where a one-dimensional model is used as a tool that only considers the calculations of natural frequency, mode and moving load conditions to study the dynamic response of composite beams. Some scholars have established a dynamic analysis model of a coupled composite beam bridge-train system, but where the composite beam is only simulated using a Euler beam or Timoshenko beam. As a result, it is impossible to comprehensively consider multiple complex force effects, such as shear lag, restrained torsion, distortion and interface bidirectional slip of composite beams. In this paper, a 27 DOF vehicle rigid body model is used to simulate train operation. A two-node 26 DOF finite beam element with composed box beams considering the effects of shear lag, restrained torsion, distortion and interface bidirectional slip is proposed. The dynamic analysis model of the coupled composite box girder bridge-train system is constructed based on the wheel-rail contact relationship of vertical close-fitting and lateral linear creeping slip. Furthermore, the accuracy of the dynamic analysis model is verified via the measured dynamic response data of a practical composite box girder bridge. Finally, the dynamic analysis model is applied in order to study the influence of various mechanical effects on the dynamic performance of the vehicle-bridge system.