• International Journal of Safety
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• v.11 no.1
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• pp.1-5
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• 2012

It has been reported that the plugged steam generator tube of Three Mile Island Unit 1 in America was damaged by growing flaw and then this steam generator tube destroyed the nearby steam generator tubes of normal state. On this account, stabilizer installation is necessary to prevent secondary damage of the steam generator tubes. The flow-induced vibration is one of the major causes of the fluid-elastic instability. To guarantee the structural integrity of steam generator tubes, the flow-induced vibration caused by the fluid-elastic instability is necessary to be suppressed. In this paper, the effective velocity and the critical velocity are calculated to evaluate the fluid-elastic instability. In addition, stability ratio value of the steam generator tubes is evaluated in order to propose one criterion when to determine stabilizer installation.

• Macromolecular Research
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• v.17 no.1
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• pp.51-57
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• 2009

Using glycidyl methacrylate-linked poly(dimethylsiloxane), methyl methacrylate was polymerized in supercritical $CO_2$. The effects of $CO_2$ pressure, reaction time, and mixing on the yield, molecular weight, and molecular weight distribution (MWD) of the poly(methyl methacrylate) (PMMA) products were investigated. The shape, number average particle diameter, and particle size distribution (PSD) of the PMMA were characterized. Between 69 and 483 bar, the yield and molar mass of the PMMA products showed a trend of increasing with increasing $CO_2$ pressure. However, the yield leveled off at around 345 bar and the particle diameter of the PMMA increased until the pressure reached 345 bar and decreased thereafter. With increasing pressure, MWD became more uniform while PSD was unaffected. As the reaction time was extended at 207 bar, the particle diameter of PMMA decreased at $0.48{\pm}0.03%$ AIBN, but increased at 0.25% AIBN. Mixing the reactant mixture increased the PMMA yield by 18.6% and 9.3% at 138 and 207 bar, respectively.

• The Journal of the Acoustical Society of Korea
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• v.10 no.5
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• pp.37-45
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• 1991

일반 소형 승용차의 고속 주행시 발생하는 진동 중 조향휠의 원주방향의 진동인 shimmy 현상을 연구하였다. Shimmy 현상은 쾌적한 차량 설계단계에서 예측할 수 있고 그 원인을 추정할 수 있도록 조 향계의 모델링 및 이론해석을 하였으며 실험결과치와의 비교검토를 통하여 모델링에 대한 타당성을 검 증하였다. 검증된 모델링을 이용하여 조향계를 구성하는 각 부재의 감쇠, 강성, 타이어의 트레일 및 stabilizer bar 의 강성등의 변화가 조향휠 진동에 미치는 영향을 고찰하였다. 특히 shimmy 현상이 타이 어의 편마모등에 의한 unbalance mass에 얼마나 민감한가를 실험 및 이론적인 해석을 통하여 고찰하였다.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.5
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• pp.157-164
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• 2001

This paper performs static and dynamic tests of a multi-leaf spring and a tapered leaf spring to investigate their hysteretic characteristics. In the static test, trapezoidal input load is applied with 0.1Hz excitation frequency and with zero initial loading conditions. In the dynamic test, sinusoidal input load is applied with five excitation amplitudes and three excitation frequencies. In these tests, static and dynamic hysteretic characteristics of the multi-leaf spring and the tapered leaf spring are compared, and, the effects of excitation amplitudes and frequencies on dynamic spring rate are also shown. In this paper, actual vehicle tests are performed to study the effects of hysteretic characteristics of the large-sized truck's handling performance. The multi-leaf spring or the tapered leaf spring is used in the front suspension. The actual vehicle test is performed in a double lane change track with three velocities. Lateral acceleration, yaw rate and roll angle are measured using a gyro-meter located at the mass center of the cab. The test results showed that a large-sized truck with a tapered leaf spring needs to have an additional apparatus such as roll stabilizer bar to increase the roll stabilizer due to hysteretic characteristics.

• Journal of Institute of Control, Robotics and Systems
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• v.14 no.9
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• pp.916-924
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• 2008

In this paper dynamic modeling parameters were estimated using a frequency domain estimation method. A systematic flight test method was employed using preprogrammed multistep excitation of the swashplate control input. In addition when one axis is excited, the autopilot is engaged in the other axis, thereby obtaining high-quality flight data. A dynamic model was derived for a small scale unmanned helicopter (CNUHELI-020, developed by Chungnam National University) equipped with a Bell-Hiller stabilizer bar. Six degree of freedom equations of motion were derived using the total forces and moments acting on the small scale helicopter. The dynamics of the main rotor is simplified by the first order tip-path plane, and the aerodynamic effects of fuselage, tail rotor, engine, and horizontal/vertical stabilizer were considered. Trim analysis and linearized model were used as a basic model for the parameter estimation. Doublet and multistep inputs are used to excite dynamic motions of the helicopter. The system and input matrices were estimated in the frequency domain using the equation error method in order to match the data of flight test with those of the dynamic modeling. The dynamic modeling and the flight test show similar time responses, which validates the consequence of analytic modeling and the procedures of parameter estimation.

• 제어로봇시스템학회:학술대회논문집
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• 1996.10a
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• pp.334-337
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• 1996

This is a paper intended for initial stage of vehicle modeling and design. The needs to determine a variety of vehicle suspension parameters required for initial design has been difficult and time-consuming task. In order to facilitate a concise and efficient presentation of initial vehicle design procedure, this paper uses a mathematical model and physical geometry. Vehicle model consists of dimensions, inertias and mechanical constants. These vehicle model parameters divided into several categories : basic parameters, coefficients and constants, design specification, spring and damper, bush stiffness, stabilizer bar, suspension geometry, tire, and vehicle weights of various design condition. This paper uses a vehicle design fundamental (VDF) program running under Windows 95 graphical interface. The features of VDF will be briefly outlined in this paper.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.3
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• pp.92-99
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• 2001

This paper presents a simulation study using a robust controller to improve the roll stability of a vehicle. The controller is designed in the framework of an output feedback H$_{\infty}$ control scheme based on the 3DOF linear vehicle model, solving the mixed-sensitivity problem to guarantee the robust stability and disturbance rejection with respect to parameter variations due to laden and running vehicle conditions. In order to investigate the feasibility of the active roll control system in a real car, its performance is evaluated by simulation in a 10DOF full vehicle model with actuator dynamics and tire characteristics.

• Journal of the Korean Society for Precision Engineering
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• v.14 no.9
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• pp.130-138
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• 1997

In this study, to improve the ride and handling characteristics of the vehicle whose hard points have been already fixed, a tuning method of load spring, damper and stabilizer bar is described. For the suspension system of vehicle, optimized design is necessary to satisfy the incompatible two dynamic characteristics which are the ride isolation property between unsprung mass and sprung mass to reduce the excitation from the road and the accurate correring response property to specific steering inputs. To accomplish above aims, we may approach by experimental method, but it requires to sacrifice much time and cost. This paper, therefore, provides a process of suspension development to improve the ride and handling properties by using computer simulation with saving time and cost, and as results, comparaes the dynamic characteristics of the tuned vehicle with the base vehicle not tuned.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.36 no.11
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• pp.1421-1426
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• 2012

Cornering maneuvers with reduced body roll and without comfort loss are important requirements for car manufacturers. An electric active roll control(ARC) system controls the body roll angle by using motor-driven actuators installed at the centers of the front and rear stabilizer bars. Co-simulation using the Matlab/Simulink controller model and the CarSim vehicle model was proposed to evaluate the performance of the ARC control algorithm. To validate the performance of the ARC actuator and system, bench tests and vehicle tests were proposed.

• Journal of Chest Surgery
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• v.35 no.12
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• pp.882-889
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• 2002

Acute Complications of Remodelling Plasty of Costochondral Rib Cage For Pectus excavatum Recently, Remodelling Plasty of Costochondral Rib Cage has been introduced as an minimally invasive procedure and expanded its application for pectus excavatum. Outcomes and acute complications were reviewed Material and Method: A retrospective survey of 55 patients who underwent Remodelling Plasty of Costochondral Rib Cage from September, 1999 to February, 2002 was conducted to review complications, postoperative treatments, and outcomes. Result: Age ranged from 1 to 27 years(mean 11.4 $\pm$ 7.1). 35(64%) were less than 15-year old and 20(36%) were more than 15-year old. There were 44(80%) Male patients and 11(20%) female patients. Length of hospital stay was 7.8 $\pm$ 2.1 days for less than 15-Y-old group, 10.6 $\pm$ 6.2 days for more than 15-Y-old group(p ＝ 0.042) One substernal bar was inserted in 52 patients and two substernal bars were inserted in 3 patients. As for stabilizer, one lateral side was fastened in 15 patients and both lateral sides were fastened in 6 patients. In the less than 15-Y-old group, 4 patients needed stabilizer, whereas in the more than 15-Y-old group, 18 patients needed stebilizer(s)(p ＝ 0.000). Including all kinds of complications, 28(51 %)patients had postoperative complications. Of them, only 7 patients were treated for complications(C-tube insertion was done in 7 patients and reoperation for bar refixation or removal was done in 3 patients of them). Conclusion: Most complications after Remodelling Plasty of Costochondral Rib Cage For Pectus Excavatum were trivial without treatment although C-tube drainage was needed in some patients. However bar displacement such as rotation and lateral sliding should be corrected as soon as detected in order not to remove the bar(the worst situation).