• Proceedings of the KIEE Conference
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• 1993.07b
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• pp.631-635
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• 1993

This paper shows the procedure to determine the physical variables of the simple synthetic testing facility using LC resonance circuit and presents the calculated results of those variables for the LC resonance circuit which can be used to test circuit breakers up to 36kV 40kA class. Attention has also been paid to the advantages of the LC resonance circuit compared with the method adopting short-circuit generator for the development of circuit breakers.

• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.25 no.3
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• pp.125-130
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• 2019

Shock and vibration inputs are transmitted from the vehicle through the packaging to the fruit. Inside, these cause sustained bouncing of fruits against each other and container wall. These steady state vibration input may cause serous fruit injury, and this damage is particularly severe whenever the fruit inside the package is free to bounce, and is vibrated at its resonance frequency. The determination of the resonance frequencies of the fruit and vegetables may help the packaging designer to determine the proper packaging system providing adequate protection for the fruit, and to understand the complex interaction between the components of fruit when they relate to expected transportation vibration inputs. Instrumentation and technologies are described for determining the vibration response characteristics of the pears for exporting with frequency range from 10 to 200 Hz, sweep rate of 1 octave/min, sweep method of logarithmic up and down and acceleration levels of 0.2, 0.4, 0.6, 0.8 and 1.0 G considering the domestic transportation environment. The resonance frequency of the pears ranged from 49.04 to 87.16 Hz and the amplitude at resonance was between 0.96 and 4.02 G in test frequency band and acceleration level. The resonance frequency and amplitude at resonance frequency band of the pears decreased with the increase of the sample mass. The multiple nonlinear regression equations for predicting the resonance frequency of the pears were developed using the independent variables such as mass, input acceleration.

• Archives of Plastic Surgery
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• v.41 no.4
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• pp.344-349
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• 2014

Background An abnormally obtuse cranial base angle, also known as platybasia, is a common finding in patients with 22q11.2 deletion syndrome (22q11DS). Platybasia increases the depth of the velopharynx and is therefore postulated to contribute to velopharyngeal dysfunction. Our objective was to determine the clinical significance of platybasia in 22q11DS by exploring the relationship between cranial base angles and speech resonance. Methods In this retrospective chart review at a tertiary hospital, 24 children (age, 4.0-13.1 years) with 22q11.2DS underwent speech assessments and lateral cephalograms, which allowed for the measurement of the cranial base angles. Results One patient (4%) had hyponasal resonance, 8 (33%) had normal resonance, 10 (42%) had hypernasal resonance on vowels only, and 5 (21%) had hypernasal resonance on both vowels and consonants. The mean cranial base angle was $136.5^{\circ}$ (standard deviation, $5.3^{\circ}$; range, $122.3-144.8^{\circ}$). The Kruskal-Wallis test showed no significant relationship between the resonance ratings and cranial base angles (P=0.242). Cranial base angles and speech ratings were not correlated (Spearman correlation=0.321, P=0.126). The group with hypernasal resonance had a significantly more obtuse mean cranial base angle ($138^{\circ}$ vs. $134^{\circ}$, P=0.049) but did not have a greater prevalence of platybasia (73% vs. 56%, P=0.412). Conclusions In this retrospective chart review of patients with 22q11DS, cranial base angles were not correlated with speech resonance. The clinical significance of platybasia remains unknown.

• Journal of Ocean Engineering and Technology
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• v.29 no.2
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• pp.191-198
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• 2015

In this study, we proposed a new type of dual-buoy wave energy converter (WEC) exploiting multi-resonance and analyzed the experimental results from a model test in a 2-D wave flume. A dual-buoy WEC using multi-resonance has two advantages: high efficiency at the resonant frequencies and the potential to extend the frequency range available to extract wave power from the WEC. The suggested WEC was composed of an outer buoy and an inner buoy sliding vertically inside the outer buoy. As the power take-off device, a linear electric generator (LEG) consisting of permanent magnets and coils fixed at each buoy was adopted. Electricity was produced by the relative heave motion between the two buoys. To search for the optimal shape of a dual-buoy WEC, we conducted experiments on the heave motion of a two-body system in regular waves without an LEG installed. Model tests with six combinations of experimental models were conducted in order to find the motion characteristics of a dual-buoy WEC. It was found that model 2, which included a ring-shaped appendage to move the resonant frequency of the outer buoy toward a high value, showed a higher relative heave response amplitude operator (RAO) curve than model 1. In addition, the double-peak shape of the heave RAO curve shown for model 2 indicated the extension of the frequency range for extracting wave power in irregular waves.

• International Journal of Highway Engineering
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• v.12 no.3
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• pp.71-77
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• 2010

Anti-freezing layer does not used in case of non frost heaving in subgrade soils. In this case, the modulus of subgrade soils were varied with freezing and thaw cycles under non frost heaving. That effect should be properly considered in pavement design. Impact resonance test that is nondestructive testing method was used for continuously determining the modulus of subgrade soils during freezing and thaw cycle. The modulus of subgrade soils was identical with freezing and thaw cycles under closed freezing and thaw system which is no water supplement into specimen during testing. There was also no difference in the modulus of subgrade soil between before and after freezing-thaw cycles for all specimens with different water content and density. That is thaw-weakening of subgrade soils do not occur under closed freezing and thaw system. The moduli at freezing conditions are varied with water content and density, but it can be ignored in practical design sense.

• International Journal of Concrete Structures and Materials
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• v.7 no.2
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• pp.165-174
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• 2013

Portland cement concrete exposed to high temperatures during mixing, transporting, casting, finishing, and curing can develop undesirable characteristics. Applicable requirements for such the hot weather concrete differ from country to country and government agencies. The current study is an attempt at evaluating the hardened properties of the concrete exposed to hot weather in fresh state. First of all, this study reviews the current state of understanding and practice for hot weather concrete placement in US and then roadway sites with suspected hot weather concrete problems were investigated. Core samples were obtained from the field locations and were analyzed by standard resonance frequency analysis and the boil test. Based on the results, there does not appear to be systematic evidence of frequent cracking problems related to high temperature placement. Thus, the suspicious deteriorations which are referable to hot weather concreting would be due to other factors.

• Proceedings of the KSMRM Conference
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• 2000.11a
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• pp.37-38
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• 2000

• Proceedings of the KSMRM Conference
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• 1999.11a
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• pp.44-44
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• 1999

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2005.11b
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• pp.129-133
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• 2005

Vibration transmitted through rolling tire is a major source of road noise in vehicle interior noise on the range of low frequency.($0{\sim}500Hz$) Among various road noises, tire cavity noise has very peak on $200{\sim}250Hz$. And generally it is generated by cavity resonance of tire. In this paper, tire cut-sample is used to calculate the tire cavity frequency. Cavity resonance frequency of tire is measured through vertical/tangential forces at load cell of axle using drum cleat impact. This method is useful to find cavity peak because measured forces do not have complex peaks. And changing the test conditions (air inflation, loads), tire cavity resonance characteristics are identified. Finally, vehicle interior noise is measured as tire/vehicle are changing. As difference of tire vertical force is bigger, interior noise level is higher at cavity frequency. Also we can assume that vehicle sensitivity is important factor at tire cavity noise.

• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.11 no.1
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• pp.11-16
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• 2005

Fruits are subjected to complex dynamic stresses in the transportation environment. During a long journey form the production area to markets, there is always some degree of vibration present. Vibration inputs are transmitted from the vehicle through the packaging to the fruit. Inside, these cause sustained bouncing of fruits against each other and container wall. These steady state vibration input may cause serious fruit injury, and this damage is particularly severe whenever the fruit inside the package is free to bounce, and is vibrated at its resonance frequency. The determination of the resonant frequencies of the fruit may help the packaging designer to determine the proper packaging system providing adequate protection for the fruit, and to understand the complex interaction between the components of fruit when they relate to expected transportation vibration inputs. The first frequency of the pear in packaged freight be stacked in resonance frequency band of the pear packaged freight was increased from the bottom to the top of the stack but the second frequency of that in resonance frequency band of the pear was decreased. This indicated that the high damage score of the pear in bottom tier in vibration test was due to higher acceleration level in resonance frequency band of the pear.