• Journal of Biosystems Engineering
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• v.18 no.4
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• pp.344-350
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• 1993

The purpose of this study is to develop design equations to calculate optimum specifications and dimensions such as weight, engine horsepower, etc. of the tractor necessary to perform stable rotary tillage. The main results of this study are as follows. 1. A wheel-lug ought to receive a special resistance in downward direction which resists the lug's upward motion on wet sticky soil surface. The authors introduce a new academic name of the "lift resistance(上昇抵抗力, 상승저항력)" for such a force which resists retraction of a wheel lug from the soil in the upward trochoidal motion. This force is composed of the frictional force acting on the trailing and the leading lug side, and the "perpendicular adhesion(鉛直付着力, 연직부착력)" acting on the lug face and the undertread face on adhesive soil. 2. The "lift resistance ratio(上昇抵抗力係數, 상승저항력계수)" and the "perpendicular adhesion ratio(鉛直付着力係數, 연직부착력계수)" were defined, which are something similar to the definition of the motion resistance ratio, the traction coefficient, etc. 3. The design equation of the optimum weight of a rotary tiller mounted on the tractor derived by calaulating the forces acting on the rotary blades. 4. The design equations to calculate optimum specifications and dimensions such as weight, engine horsepower, etc. of the tractor necessary to perform stable rotary tillage were derived. It becomes clear that the optimum weight of a rotary tiller and a tractor can be estimated in planning design by means of putting about 21 design factors of the target into the equation. These equations are useful for planning design to estimate the optimum dimensions and specifications of a rotary tiller as well as a tractor by the use of known and/or unknown design parameters.

• Wind and Structures
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• v.22 no.2
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• pp.211-234
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• 2016

Super long-span bridges provide people with great convenience, but they also bring traffic safety problems caused by strong wind owing to their high decks. In this paper, the large eddy simulation together with dynamic mesh technology in computational fluid dynamics (CFD) is used to explore the mechanism of a moving vehicle's transient aerodynamic force in crosswind, the regularity and mechanism of the vehicle's aerodynamic forces when it passes through a bridge tower's wake zone in crosswind. By comparing the calculated results and those from wind tunnel tests, the reliability of the methods used in the paper is verified on a moving vehicle's aerodynamic forces in a bridge tower's wake region. A vehicle's aerodynamic force coefficient decreases sharply when it enters into the wake region, and reaches its minimum on the leeward of the bridge tower where exists a backflow region. When a vehicle moves on the outermost lane on the windward direction and just passes through the backflow region, it will suffer from negative lateral aerodynamic force and yaw moment in the bridge tower's wake zone. And the vehicle's passing ruins the original vortex structure there, resulting in that the lateral wind on the right side of the bridge tower does not change its direction but directly impact on the vehicle's windward. So when the vehicle leaves from the backflow region, it will suffer stronger aerodynamic than that borne by the vehicle when it just enters into the region. Other cases of vehicle moving on different lane and different directions were also discussed thoroughly. The results show that the vehicle's pneumatic safety performance is evidently better than that of a vehicle on the outermost lane on the windward.

• Transactions of Materials Processing
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• v.5 no.3
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• pp.232-238
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• 1996

A dynamic mill set-up technique was developed to achieva a more precise roll gap set-up of the finishing mill stands for steel strip rolling. In the conventional mill set-up model the set-up values such as roll gap and roll speed are determined before the sheet bar reached the entry side of the finishing mill train and maintained constant until the strip top end passes through the last stand. In the way however a dynamic set-up logic that gives a way to adjust the roll gap value of the final mill stand for the strip ingoing from the ahead of the front stand was developed and attached to the existing set-up model. The roll gap modification is based on the analysis of the observation in the third stand of the finishing mill train. The dynamic set-up model was proved very effective for the more precise mill set-up and for operational stability in the hot strip finishing mill train.

• Wind and Structures
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• v.11 no.4
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• pp.257-273
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• 2008

A number of passive aerodynamic drag reduction methods were applied separately and then in different combinations on an intercity bus model, through wind tunnel studies on a 1:20 scale model of a Mercedes Benz Tourismo 15 RHD intercity bus. Computational fluid dynamics (CFD) modelling was also conducted in parallel to assist with flow visualisation. The commercial CFD package $CFX^{TM}$ was used. It has been found that dramatic reductions in coefficient of drag ($C_D$) of up to 70% can be achieved on the model using tapered and rounded top and side leading edges, and a truncated rear boat-tail. The curved front section allows the airflow to adhere to the bus surfaces for the full length of the vehicle, while the boat-tails reduce the size of the low pressure region at the base of the bus and more importantly, additional pressure recovery occurs and the base pressures rise, reducing drag. It is found that the CFD results show remarkable agreement with experimental results, both in the magnitude of the force coefficients as well as in their trends. An analysis shows that such a reduction in aerodynamic drag could lead to a significant 28% reduction in fuel consumption for a typical bus on intercity or interstate operation. This could translate to a massive dollar savings as well as significant emissions reductions across a fleet. On road tests are recommended.

• Journal of the Korean Society of Physical Medicine
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• v.9 no.3
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• pp.279-284
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• 2014

PURPOSE: This study intended to verify whether there was actual correlation between weight-bearing asymmetry and a limitation in hip joint rotation range in patients with low back pain. METHODS: Thirty five low back pain patients voluntarily participated this study. For each participant, hip joint medial rotation symmetry rate and the weight-bearing symmetry rate were calculated. The correlation between the two variables was investigated. RESULTS: A decrease in the left hip joint medial rotation range of motion (ROM) was observed more often than a reduction in the right hip joint medial rotation ROM. However, similar number between right and left side was observed in ground reaction force more weighted. The coefficient between the passive hip joint medial rotation symmetry rate and the weight loading symmetry ratio was -0.19 (p < 0.05). CONCLUSION: The present study demonstrated a weak correlation between the hip joint medial rotation ROM and the weight distribution of both feet. Such result suggests that careful evaluation by separating each element is needed in treating patients with low back pain. Future research should take into account asymmetric alignment and abnormal movement in different joints of the body as well as asymmetry in the bilateral hip joint rotation and the unilateral weight supporting posture.

• Journal of the Korean Society for Precision Engineering
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• v.17 no.4
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• pp.220-225
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• 2000

This paper develops a finite element model for studying occupant behavior of a mid-size truck equipped with a driver side airbag. The developed model simulates an occupant behavior using PAM-CRASH/PAM-SAFE in super computer SP2. The model is developed based on a sled test. A 50% hybrid dummy III is used for measuring head and chest accelerations and femur loads, and major injury coefficients such as HIC, CA and femur load. Inferior components such as foot rest, seat, kneebolster, crash pad, etc. are roughly modeled and defined by a rigid material model. And contact type II is used for detecting a contact with dummy. Contact type II definition uses force-deflection relationship of each body Such components as steering column which directly affect on the occupant injuy are modeled in detail and defined by an elastic-plastic material model. Airbag cushion is modeled using rivet elements. Airbag cover groove is modeled using rivet elements. Airbag tether is modeled as nonlinear bar elements. Airbag model has two vent holes to ventilating the exploded gas. Airbag is folded close to the real airbag folding procedure, and folded cautiously in order not to have initial penetration. A vehicle pulse acquired from 31mph frontal barrier test is used as input signal for the simulation. The simulation conditions are tuned to the sled test ones. The measured dummy accelerations and major injury coefficients, and filmed dummy behavior and airbag inflation process using high speed camera are compared to the simulation results to verify the developed finite element model.

• Progress in Superconductivity and Cryogenics
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• v.19 no.2
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• pp.25-28
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• 2017

In superconducting coil applications particularly in wet wound coils, coated conductor (CC) tapes are subjected to different type of stresses that could affect its electromechanical transport property. These include hoop stress acting along the length of the CC tape and the Lorentz force acting perpendicular to the CC tape's surface. Since the latter is commonly associated with the delamination problem of multi-layered REBCO CC tapes, more understanding and attention on the delamination phenomena induced in the case of coil applications are needed. Difference on the coefficient of thermal expansion (CTE) of each constituent layer of the CC tape, the bobbin, and the impregnating materials is the main causes of delamination in CC tapes when subjected to thermal and mechanical cycling. In the design of degradation-free superconducting coils, therefore, characterization of the delamination behaviors including mechanism and strength in the multi-layered REBCO CC tapes becomes a critical issue. Various trials to increase the delamination strength by improving interface characteristics at interlayers have been performed. In this study, in order to investigate the influences of laser cleaning and Ag annealing treated at the substrate side surface, transverse tensile tests were conducted under different sample configurations using $4.5mm{\times}8mm$ upper anvil. The mechanical delamination strength of differently processed CC samples was examined at room temperature (RT). As a result, the Sample 1 with the additional laser cleaning and Ag annealing processes and the Sample 2 with additional Ag annealing process only showed higher mechanical delamination strength as compared to the Sample 3 without such additional treatments. Sample 3 showed quite different behavior when the loading direction is to the substrate side where the delamination strength much lower as compared to other cases.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.10
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• pp.882-887
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• 2012

This paper describes on the aerodynamic characteristics of the first domestically manufactured aircraft, Buhwalho, in Korea. The computational fluid dynamics(CFD) calculations and wind tunnel test were utilized to investigate the basic aerodynamic characteristics of aircraft with control surface deflections and attitude changes. Variations of lift, drag and pitching moment due to angles of attack and control surface deflections were analyzed and also flight stability due to side force, yawing and rolling moments caused by the change of sideslip angles, rudder and aileron deflections were discussed. Through this study, the meaningful aerodynamic data by CFD calculations and wind tunnel tests were obtained and the flight characteristics based on these data were confirmed accordingly by the flight tests.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.36 no.5
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• pp.477-485
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• 2012

Fluid flow and heat transfer in horizontal ducts are strongly coupled with large changes in thermodynamic and transport properties near the critical region as well as the gravity force. Numerical analysis has been carried out to investigate convective heat transfer in horizontal rectangular ducts for water near the thermodynamic critical point. Convective heat transfer characteristics, including velocity, temperature, and the properties as well as local heat transfer coefficients along the ducts are compared with the effect of proximity on the critical point. When there is flow acceleration because of a density decrease, convective heat transfer characteristics in the ducts show transition behavior between liquid-like and gas-like phases. There is a large variation in the local heat transfer coefficient distributions at the top, side, and bottom surfaces, and close to the pseudocritical temperature, a peak in the heat transfer coefficient distribution resulting from improved turbulent transport is observed. The Nusselt number distribution depends on pressure and duct aspect ratio, while the Nusselt number peak rapidly increases as the pressure approaches the critical pressure. The predicted Nusselt number is also compared with other heat transfer correlations.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.32 no.6
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• pp.706-712
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• 1999

PSD (particle size distribution) for 2,000 mg/$\ell$ natural loess in seawater showed normal distribution cure at 0 minute settling time, accompanying with very large particle distribution range with its mean particle diameter of 31.6 $\mu$m and coencient of variance of $72.6\%$, With elapsed time it showed that the PSD was rapidly changed from normal distribution cure to abnormal distribution curve, steepened the right-hand side of it and its coefficient of variance was getting increased because of rapid settling of large size particles, Cumulative weight distribution showed that 2,000 mg/$\ell$ natural loess in seawater was almost $100\%$ constituted of particles bigger than 20 $\mu$m in diameter. Ratio of $V_s/(D_{bm})^{1/2}$ for loess particles in seawater was increased with increase of particle size in geometrical progression. Almost all loess particles in seawater had Stokes settling velocity not less than 2,255 times of Brownian diffusion coefficient, There was almost to EDL (about 0.4 nm) around natural loess particles in seawater, Thus, there was always LVDW attractive force between loess particles approaching each other in seawater, and almost no EDL repulsive force. Loess particles were not always in the condition of easy floe formation. Concentration of natural loess in seawater increasing from 400 mg/$\ell$ to 10,000 mg/$\ell$, characteristics of the settling was changed from Type I settling (discrete settling) to Type II settling (flocculation settling). PVD (particle volume distribution) showed that natural loess particles in seawater were largely constituted of two types of particles, such as rapidly settling particles and suspended and dispersed particles for a long time. Amount of the latter was much less than that of the former.