• 한국자동차공학회논문집
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• 제18권3호
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• pp.116-126
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• 2010

The Korean rolling stock safety regulation stipulates that the collision deceleration of a car body should be maintained under average 5g and maximum 7.5g during train collisions. One-dimensional dynamic model of a full rake train, which is made up of nonlinear springs/bars-dampers-masses, is often used to estimate the collision decelerations of car bodies in a basic design stage. By the way, the previous studies have often used some average force-deformation curve for energy absorbing structures in rolling stock. Through this study, we intended to analyse how much the collision deceleration levels are influenced by the initial peak force modeling in the one-dimensional force-deformation curve. The numerical results of the one-dimensional dynamic model for the Korean High-Speed Train show that the initial peak force modeling gives significant effect on the collision deceleration levels. Therefore the peak force modeling of the force-deformation curve should be considered in one-dimensional dynamic model of a full rake train to evaluate the article 16 of the domestic rolling stock safety regulations.

• Journal of Welding and Joining
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• 제27권1호
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• pp.59-64
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• 2009

In order to determine the One-Drop One-Pulse(ODOP) condition of the pulsed gas metal arc(GMA) welding, the drop detaching phenomenon during the peak time is investigated using the force-displacement model. The drop detaching criterion is established based on the displacement of the pendant drop, and the forces exerted on the drop are calculated using the Modified Force Balance Model(MFBM). The effects of wire melting on the drop size and force are included in the force-displacement model. While the peak current has most significant effects on the drop detaching time, the initial drop mass prior to the peak time also influences drop transfer. The calculated results show good agreements with the experimental data, which implies that the ODOP condition can be predicted using the force-displacement method.

• 한국소성가공학회:학술대회논문집
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• 한국소성가공학회 2009년도 추계학술대회 논문집
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• pp.318-318
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• 2009

The door stiffness is one of the important factors side impact. Generally, the researches have been conducted on the assembled door module. This study is to analysis the side impact characteristics for automotives door module. The impact characteristics have been determined by door module side impact test machine. To determine the initial, intermediate and peak crush resistances use the plot of load versus displacement and obtain the integral of the applied load with respect to the crush distances specified below for each door tested. The initial crush resistance is the average force required to deform the door through the initial 6 inches of crush. The intermediate crush resistance is the average force required to deform the door through the initial 12 inches of crush. The peak crush resistance will be directly obtained from the plot of load versus displacement since it is the largest force required to deform the door through the entire 18 inches crush distance. The data are used to determine if a specific vehicle or item of automotives equipment meets the minimum performance requirements of the subject Federal Motor Vehicle Safety Standard(FMVSS). FMVSS Static 214, Side impact protection, specifies performance requirements for protection of occupants in side impact crashes.

• 전자공학회논문지A
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• 제33A권7호
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• pp.15-22
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• 1996

In the soliton transmission system for a long-length and high bit rate data transmission systme using the nonlinear/dispersive optical fibers, the improtant problem is the loss characteristics and is the limited transmission rate by interaction forces. In this paper, It is explained the reasons of moved time position for the soliton peak value due to interaction force sof adjacent solitons. And for the analysis of interaction force affection level in the losslessmedia, we define the percent parameter of error rate due to the interaction forces and propose the optimum time distance of adjacent solitons by peak value tracking methods. With the results, initial percent of error is approximately 50% when itme difference between adjacent solitons is 5 times of funddametnal soliton pulse width. And it is confirmed that maximum transmission length of th esolitons is approximately 38 times of fundamental soliton period, which the maximum allowable percoent of error is 50%.

• Nuclear Engineering and Technology
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• 제53권5호
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• pp.1686-1704
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• 2021

This study addresses the numerical simulation of the shield building of an AP1000 nuclear power plant (NPP) subjected to a large commercial aircraft impact. First, a simplified finite element model (F.E. model) of the large commercial Boeing 737 MAX 8 aircraft is established. The F.E. model of the AP1000 shield building is constructed, which is a reasonably simplified reinforced concrete structure. The effectiveness of both F.E. models is verified by the classical Riera method and the impact test of a 1/7.5 scaled GE-J79 engine model. Then, based on the verified F.E. models, the entire impact process of the aircraft on the shield building is simulated by the missile-target interaction method (coupled method) and by the ANSYS/LS-DYNA software, which is at different initial impact velocities and impact heights. Finally, the laws and characteristics of the aircraft impact force, residual velocity, kinetic energy, concrete damage, axial reinforcement stress, and perforated size are analyzed in detail. The results show that all of them increase with the addition to the initial impact velocity. The first four are not very sensitive to the impact height. The engine impact mainly contributes to the peak impact force, and the peak impact force is six times higher than that in the first stage. With increasing initial impact velocity, the maximum aircraft impact force rises linearly. The range of the tension and pressure of the reinforcement axial stress changes with the impact height. The perforated size increases with increasing impact height. The radial perforation area is almost insensitive to the initial impact velocity and impact height. The research of this study can provide help for engineers in designing AP1000 shield buildings.

• 한국운동역학회지
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• 제18권1호
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• pp.31-38
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• 2008

본 연구는 8주간의 전방십자인대 손상예방훈련이 농구 리바운드 점프 후 착지 시 지면반력에 미치는 영향을 규명하는 것이다. 본 연구에 참가한 연구 대상자는 $16{\sim}18$세 사이의 여자 농구선수 16명이다. 8주간의 전방십자인대 손상예방훈련을 수행할 실험집단 8명과 스포츠상해 예방훈련을 수행하지 않을 통제집단 8명을 무작위로 나눈 후 훈련 전후에 농구 리바운드 점프 후 착지 시 초기피크(%BW), 최대피크(%BW), 충격량(%BW.sec) 및 부하율 (N/sec)을 산출하였다. 본 연구 결과 농구 리바운드 점프 후 착지 시에 8주간의 전방십자인대 손상예방훈련을 받은 실험집단에서 초기피크 값이 감소하였다. 또한, 실험집단에서 지면반력의 충격량과 부하율이 유의하게 감소한 것으로 나타났다. 이는 8주간의 전방십자인대 손상예방 프로그램이 점프 동작에 필요한 하지의 근신경 조직에 유의한 긍정적 영향을 미쳐 효율적으로 착지한 것으로 판단된다.

• 한국운동역학회지
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• 제27권3호
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• pp.189-195
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• 2017

Objective: The aim of this study was to examine the effect of foot landing type (forefoot vs. rearfoot landing) on kinematics, kinetics, and energy absorption of hip, knee, and ankle joints. Method: Twenty-five healthy men performed single-leg landings with two different foot landing types: forefoot and rearfoot landing. A motion-capture system equipped with eight infrared cameras and a synchronized force plate embedded in the floor was used. Three-dimensional kinematic and kinetic parameters were compared using paired two-tailed Student's t-tests at a significance level of .05. Results: On initial contact, a greater knee flexion angle was shown during rearfoot landing (p < .001), but the lower knee flexion angle was found at peak vertical ground reaction force (GRF) (p < .001). On initial contact, ankles showed plantarflexion, inversion, and external rotation during forefoot landing, while dorsiflexion, eversion, and internal rotation were shown during rearfoot landing (p < .001, all). At peak vertical GRF, the knee extension moment and ankle plantarflexion moment were lower in rearfoot landing than in forefoot landing (p = .003 and p < .001, respectively). From initial contact to peak vertical GRF, the negative work of the hip, knee, and ankle joint was significantly reduced during rearfoot landing (p < .001, all). The contribution to the total work of the ankle joint was the greatest during forefoot landing, whereas the contribution to the total work of the hip joint was the greatest during rearfoot landing. Conclusion: These results suggest that the energy absorption strategy was changed during rearfoot landing compared with forefoot landing according to lower-extremity joint kinematics and kinetics.

• 한국수산과학회지
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• 제15권3호
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• pp.226-232
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• 1982

낚시 어구 재료의 규격을 정하는데는 우선 낚시에 물련 고기가 순간적으로 잡아채는 충기하중, 피로하중 등을 기본적으로 고려하여야 할 것이다. 본 실험은 부산수산대학 양어장에서 잉어가 낚시에 물렸을 때 미치는 힘을 strain gauge를 사용하여 측정하고 아울러 꼬리 진동 측정장치를 만들어 꼬리의 진동과 힘의 변화를 동시에 기록하여 분석해 보았다. 잉어가 낚시에 물렸을 때 미치는 최대의 힘 $F_m$은 고기의 체중 W에 따라$$F_m=3.23W+105$$로 나타났다. 시간 $t_n$에 대한 최대의 힘의 변화 $F_n$은 $$F_n=a_n(|t_n|+C)^{-b}_n$$ (단, $$C=(\frac{a_n}{F_m})^\frac{1}{b_n} -10T/2{\leq}t_n{\leq}10T/2$$)에서 $a_n=0.27W-6.52$이고 $b_n$은 평균 2.10이며 주기는 체중에 따라 T=0.000385W+0.193으로 주어진다. 잉어가 낚인 직후부터의 시간 t에 따라 꼬리 진동에 의한 각 Peak점의 힘의 크기 $F_p$는$$F_p=(2.23W+105)e^{-{\beta}t}+W$$로 표시되는데, 낚시에 물린 초기단계에서는 지적지수 $\beta$가 거의 0에 가까우나 마지막 단계에서는 체중에 관계없이 평균 1.7정도 되었다. 또한, 잉어가 미치는 힘의 가 peak 점간의 주기는 재리 진동의 주기와 서로 밀접한 상관 관계가 있었다.

• 한국운동역학회지
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• 제17권2호
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• pp.51-59
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• 2007

These studies show that I applied to functional insole (a specific A company) for minimizing shocks and sprain people's ankle arising from running. How to an effect on human body which studied a kinematics and kinetics from 10 college students during experiments. This study imposes several conditions by barefoot, normal running shoes and put functional insole shoes ran under average $2.0{\pm}0.24\;m$/sec by motion analysis and ground reaction force that used to specific A company. First of all, motion analysis was caused by achilles tendon angle, angle of the lower leg, angle of the knee, initial sole angle and barefoot angle. The result of comparative analysis can be summarized as below. Motion analysis showed that statically approximates other results from achilles tendon angle (p<.01), initial ankle angle(p<.05), initial sole angle(p<.001) and barefoot angle(p<.001). Ground reaction force also showed that statically approximates other results from impact peak timing (p<.001), Maximum loading rate(p<.001), Maximum loading rate timing (p<.001) and impulse of first 20 percent (p<.001). Above experiment values known that there was statically difference between Motion analysis and Ground reaction force under absorbing of the functional insole shoes which was not have an effect on our body for kinetics and kinematics.

• 한국운동역학회지
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• 제20권1호
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• pp.67-73
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• 2010

The purpose of this study was to compare the differences in kinematic and kinetic parameters of the ankle and knee joint according to three landing direction(central, left, right). Fifteen collegiate male athletes(age: $22.7{\pm}3.5$ years, height: $174.9{\pm}7.1\;cm$, weight: $69.4{\pm}6.7\;kg$) with the right leg as dominant were chosen. The subjects performed series of drop landings in three directions. In terms of the three different landing directions, plantar flexion was the greatest during the central drop landings. For each initial contact of the landing direction, plantar flexion of the ankle was greatest at the central drop landing, inversion of the ankle was greatest at the right landing and valgus of the knee was greatest at the left drop landing. Regarding the peak force, the greatest was at the 1st peak force during the central drop landing. For the time-span of the 2nd peak force and the 2-1 peak force, both right sides resulted as the greatest. Therefore, with the appropriate training in landing techniques and developing neuromuscular training for proprioception by taking the injury mechanisms on ankle and knee during drop landings into account, it will assist in preventing such injuries.