• Journal of Dental Rehabilitation and Applied Science
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• v.36 no.3
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• pp.168-175
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• 2020

Purpose: The purpose is to test and evaluate the physical properties of commonly used temporary restoration materials and newly emerged materials. Materials and Methods: Four groups of polymer materials were evaluated: Polymethyl methacrylate (PMMA) 2 groups, Polyetheretherketone (PEEK), Polycarbonate. Four physical properties were tested: surface hardness, bending strength, abrasion resistance during wear, wear behavior. The 3-axis bending strength and Vickers hardness test were measured using a universal testing machines respectively. The microstructure was observed with a scanning electron microscope and weight comparison was evaluated after 100,000 chewing tests using a chewing simulator. Kruskal wallis test was performed to evaluate statistical significance. Results: The four groups showed the highest flexural strength and Vickers hardness of PEEK, followed by PC, PMMA-H, PMMA-T. Microstructure observation also showed the least surface roughness in the PEEK group, followed by PC, PMMA-H, PMMA-T. Conclusion: PC is considered to have sufficient mechanical properties that can be applied to the manufacture of temporary teeth. However, further studies, such as biocompatibility, are considered to be necessary for practical clinical applications.

• The Journal of Advanced Prosthodontics
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• v.11 no.1
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• pp.7-15
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• 2019

PURPOSE. The aim of this study was to identify the effects of three aesthetic restorative materials on the wear between tooth and restoration by a pin-on-disk manner. MATERIALS AND METHODS. Six aesthetic restorative materials were used to prepare disk specimens for wear test, which were Lava Zirconia as zirconia group, Vintage MP and Cerabien ZR as veneering porcelain group, Gradia Direct microhybrid composite containing prepolymerized fillers, Filtek Z250 microhybrid composite containing zirconia glass and colloidal silica particles, and Filtek Z350 nanocomposite as composite resin group. Vertical loss of the worn cusp, change of the surface roughness of the restoration materials, and the surface topography were investigated after wear test under 9.8-N contact load. RESULTS. The porcelain groups (Vintage MP and Cerabien ZR) caused the largest vertical loss of teeth when compared with those of the composite resin and zirconia groups, and Filtek Z250 microhybrid composite results in the second-largest vertical loss of teeth. The surface of Filtek Z350 nanocomposite was deeply worn out, but visible wear on the surface of the zirconia and Gradia Direct microhybrid composite was not observed. When the zirconia surface was roughened by sand-blasting, vertical loss of teeth considerably increased when compared with that in the case of fine polished zirconia. CONCLUSION. It was identified that microhybrid composite resin containing a prepolymerized filler and zirconia with reduced surface roughness by polishing were the most desirable restorative materials among the tested materials to prevent the two-body wear between aesthetic restorative material and tooth.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.517-528
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• 2007

Domestic or international existing researches regarding rail damage factors are focused on laying, vehicle conditions, driving speed and driving habits and overlook characteristics of track structure (elasticity, maintenance etc). Also in ballast track, as there is no special lateral spring stiffness of track also called as ballast lateral resistance in concrete track, generally, existing study shows concrete track has 2 time shorter life cycle for rail replacement than ballast track due to abrasion. As a result of domestic concrete track design and operation performance review, concrete track elasticity is lower than track elasticity of ballast track resulting higher damage on rail and tracks. Generally, concrete track has advantage in track elasticity adjustment than ballast track and in case of Europe, in concrete track design, it is recommended to have same or higher performance range of vertical elastic stiffness of ballast track but domestically or internationally review on lateral spring stiffness of track is very minimal. Therefore, through analysis of service line track on site measurement and analysis on performance of maintenance, in this research, dynamic characteristic behaviors of commonly used ballast and concrete track are studied to infer elasticity of service line track and experimentally prove effects of track lateral spring stiffness that influence curved rail damage as well as correlation between track elasticity by track system and rail damage to propose importance of appropriate elastic stiffness level for concrete and ballast track.