• The Journal of Korean Academy of Prosthodontics
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• v.33 no.4
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• pp.780-806
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• 1995

The purpose of this study was to describe the application of 3D finite element analysis to determine resultant stresses on the bone anchored fixed prosthesis, implants and supporting bone of the mandible according to fixture numbers and load conditions. 4 or 6 fixtures and the bone anchored fixed prosthesis were placed in 3D finite element mandibular arch model which represents an actual mandibular skull. A $45^{\circ}$ diagonal load of 10㎏ was labiolingually applied in the center of the prosthesis(P1). A $45^{\circ}$ diagonal load of 20㎏ was buccolingually applied at the location of the 10mm or 20mm cantilever posterior to the most distal implant(P2 or P3). The vertical distribution loads were applied to the superior surfaces of both the right and the left 20mm cantilevers(P4). In order that the boundary conditions of the structure were located to the mandibular ramus and angle, the distal bone plane was to totally fixed to prevent rigid body motion of the entire model. 3D finite element analysis was perfomed for stress distribution and deflection on implants and supporting bone using commercial software(ABAQUS program. for Sun-SPARC Workstation. The results were as follows : 1. In all conditions of load, the hightest tensile stresses were observed at the metal lates of prostheses. 2. The higher tensile stresses were observed at the diagonal loads rather than the vertical loads 3. 6-implants cases were more stable than 4-implants cases for decreasing bending and torque under diagonal load on the anterior of prosthesis. 4. From a biomechanical perspective, high stress developed at the metal plate of cantilever-to-the most distal implant junctions as a consequence of loads applied to the cantilever extension. 5. Under diagonal load on cantilever extension, the 6-implants cases had a tendency to reduce displacement and to increase the reaction force of supporting point due to increasing the bendign stiffness of the prosthesis than 4-implants cases. 6. Under diagonal load on cantilever extension, the case of 10mm long cantilever was more stable than that of 20mm long cnatilever in respect of stress distribution and displacement. 7. When the ends of 10mm or 20mm long cantilever were loaded, the higher tensile stress was observed at the second most distal implant rather than the first most distal implant. 8. The 6-implants cases were more favorable about prevention of screw loosening under repeated loadings because 6-implants cases had smaller deformation and 4-implants cases had larger deformation.

• Composites Research
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• v.28 no.4
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• pp.212-218
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• 2015

A large composite spar was manufactured using an automatic fiber placement (AFP) machine. To verify its structural performance, the weakest part of the structure, which is called 'corner radius', was tested under bending and examined by finite element analysis. Since the application of AFP machine to composite structure fabrication is still in early stage in Korea, this paper presents the summary of whole process for manufacturing composite spar using AFP machine from mandrel design and analysis to verification test. The deflection and stress by mandrel weight and AFP machine force, thermal deformation and natural frequency were all examined for mandrel design. The target structure was composite C-spar and cured in an autoclave. Test results were compared with nonlinear finite element analysis results to show that the structure has the strength close to the theoretical value. It was confirmed that the corner radius of the spar manufactured by AFP process showed deviation less than 20% compared with first ply failure strength. The results indicate that the AFP technology could be used for large scale composite structure production in the near future.

• The Journal of Korean Academy of Prosthodontics
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• v.29 no.1
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• pp.233-248
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• 1991

The purpose of this study was to qunatatively analyze the stress patterns induced in the abutment, superstructure, supporting bone and to determine the deflection of abutment and superstructure by appling occlusal force to natural teeth supported fixed prostheses and implant-supported fixed prostheses. The analysis has been conducted by using the two dimensional finite element method. The implant and natural tooth-supported bridge has a first molar pontic supported by mandibular second bicuspid and implant posterior retainer, which were rigidly(Model A) or flexible(Model B). The natural teeth-supported bridge has a first molar pontic supported by mandibular second bicuspid and second molar, which were rigidly splinted together(Model C). 63.5kg(Load P1) of localized load on central fossa of first molar pontic and 24kg(Load P2) of distributed load on each occlusal surface were applied respectively. 1. The coronal portion of premolar pontic and posterior abutment in fixed partial denture deflected inferiorly in order of Model B, Model C and Model A under Load P1 and Load P2. 2. Mesial displacement of the coronal portion of premolar showed in Model A, Model B and Model C under Load P1, but mesial displacement of that in Model B and distal displacement of that in Model A and Model C showed under Load P2. 3. Mesial displacement of the coronal portion of the pontic and distal displacement of the coronal portion of posterior abutment showed in Model A, Model B and Model C under Load P1 and Load P2. Displacement in the case of Model B was greater than that of Model A and Model C. 4. In the case Model A under Load P1 and Load P2, high stress apically was concentrated in the mesiocervical portion of the posterior abutment than in the disto-cervical portion of the premolar. 5. In the case of Model B under Load P1 and Load P2 high stress was concentrated in the case of the premolar than in that of posterior abutment and high stress especially was concentrated in the connected portion of pontic and posterior abutment. 6. In the case of Model C under Load P1 and Load P2, high stress was concentrated in the distal area of the cornal portion of premolar and the mesial area of the coronal portion of posterior abutment, and stress pattern was anteroposterially symmetric around the pontic. 7. Load P1 and Load P2 compared, stress magnitude was different but stress pattern was similar in Model A, Model B and Model C. 8. Under Load P1 and P2, stress magnitude in the mesial distal portion and the portion of root apex of the posterior abutment was in order of Model B, Model A and Model C.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.12
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• pp.1005-1011
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• 2016

The fundamental reason for gear noise is transmission error. Transmission error occurs because of STE (static transmission error) and DTE (dynamic transmission error), while a pair of gears is meshing. These errors are generated by the deflection of the teeth and the friction on the surface of the teeth. In addition, the vibration generated by transmission error leads to excited bearings. The bearings support the shafts, and the noise is radiated after exciting the gear casing. The analysis of the contact stress in helical gear tooth flanks indicates that it is due to impact loading, such as the sudden engagement and disengagement of a gear. Stress analysis is performed for different roll positions, in order to determine the most critical roll angle. Dynamic analysis is performed on this critical roll position, in order to evaluate variation in stresses and tooth contact force, with respect to time. In this study, transmission error analysis was implemented on a spur and helical gear with involute geometry and a modified geometry profile. In addition, in order to evaluate the intensity of impact due to sudden engagement and significant backlash, the impact factor was calculated using the finite element analysis results of static and dynamic maximum bending stresses.

• Journal of the Society of Disaster Information
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• v.16 no.4
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• pp.796-805
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• 2020

Purpose: A static loading test was performed to evaluate the ultimate flexural strength of a girder in which 80MPa high-strength concrete was synthesized on the compressive flange of the I-shape steel girder. Method: This test is designed and fabricated two types of specimens with different shear-connection specifications, and evaluated their ultimate flexural behavior until reaching the extreme event limit states. In addition, the ultimate strength was evaluated by comparing the test results and the results of the strain compatibility method. Result: By confirming the displacement within 0.02mm as a result of the relative slip measurement, it was verified that the two specimens secured perfect bonding. Therefore, the difference in the shear specification does not have a great effect on the stiffness, and if the specimens are completely synthesized, there is no difference in the behavior until it reaches the extreme-event limit states. Conclusion: The girder to be tested has a working load within the elastic range and meets the usability requirements for allowable deflection. Therefore, even if a part of the casing is subjected to the tensile force at the level of cracking, the deck will first reach the compression failure due to the role of the reinforcing bar.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.6A
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• pp.535-542
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• 2010

Precise estimation of a structure's dynamic characteristics is indispensable for ensuring stable dynamic responses during lifetime especially for the structures which can experience resonance such as railway bridges. In this paper, the results of forced vibration tests of different excitation methods (vibration exciter and impact hammer) are compared to examine the differences and the cause of differences of extracted natural frequencies. Consequently a natural frequency modification method is suggested to eliminate effects of non-structural disturbance factors. Also, sequential forced vibration tests are performed before and after track construction according to the construction stage of a railway bridge, and the variation of natural frequencies are examined. Effect of added mass of vibration exciter and variation of support condition due to the level of excitation force are concluded as the major cause of natural frequency differences. Thus eliminating these effects can enhance the reliability of the extracted natural frequencies. Construction of track affects not only the mass of structure but also the stiffness of the structure. Also, the amount of increase in stiffness varies according to the level of structural deflection. Therefore, reasonable estimation of the level of structural response during operation is important for precise natural frequency calculation at design phase.