• International Journal of Railway
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• v.1 no.3
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• pp.83-88
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• 2008

Since the 1990's the fleet of the Dutch Railways showed a dramatic decrease in wheel tyre life. This lifetime reduction led to an unacceptable increase in life cycle costs. Therefore Lloyd's Register Rail has proposed to NedTrain to investigate the possibilities of improving the wheel tyre life. Three improvements were determined as most promising and relatively easy to achieve: - Profile optimisation for Rolling Contact Fatigue (RCF) reduction - a new wheel profile has been developed with a better resistance against rolling contact fatigue of the wheel tread. The profile has been implemented on single deck intercity trains and shows an increase in wheel tyre life of 30%. - Selection of improved wheel tyre materials - combining information from literature and experiences of manufacturers five alternative wheel tyre materials have been selected and are now being tested in practice. - Optimisation of the maintenance strategy - an alternative, preventative maintenance regime has been developed. With this Scraping regime, during short term maintenance every wheel is reprofiled. Higher mileages are reached and savings on life cycle costs up to 50% and more have been achieved. Unplanned maintenance goes down with $30{\sim}60%$. The results from field tests, using a reference group for comparison, and preliminary results after implementation show that the increase in wheel tyre life that is achieved with this project is significant. The results will continue to be monitored using the asset management tool 'Wheel Watch', that was specially developed for this project and is also described in this paper.

• Journal of the Korean Society for Railway
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• v.14 no.2
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• pp.109-115
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• 2011

The shoe brake of the KTX is used in low speed when the electric brake is not effective. The main purpose of the shoe brake is to stop the train to a desired stop point at the station. Lots of defects have been encountered in the shoe brake unit since the KTX started its operation. To improve the reliability of shoe brake unit of the KTX power car, first of all, failure modes of the KTX shoe brake unit were analyzed. Main failure modes are cracks in the shoe friction material and fracture in the welded joints of the shoe backing steel structure. Several methods to remove the defects of the shoe brake unit were proposed and on-board tests were carried out: Increase of the strength of the shoe key and shoe cam, which decreased a little the occurrence of cracks in the shoe friction material; Redesign of the shoe backing steel structure, which eliminated the occurrence of the cracks in the backing plate but could not solve completely the crack problem in the shoe friction material; Development of a new friction material, which with redesign of the shoe backing steel structure could solve satisfactorily the crack problem in the shoe friction material.

• Journal of the Korea Convergence Society
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• v.8 no.6
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• pp.265-273
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• 2017

This research is conducted a study on the effect of startup mentoring and education satisfaction as well as startup intention on the individual characteristics of university students, therefore, to draw way to increase start up ability of university student as well as their outcome is a primary purpose. Statistics process of sample data for 237 students at the local university in Gwangju is performed an analysis of frequency, reliability, factor, and multiple regression utilized SPSS 2.0 For windows. Individual characteristics except for innovativeness have effected on startup mentoring as well as startup education satisfaction while start up mentoring has effected on start up intention. Only role model function among start up mentoring factors has effected on start up intention while startup education satisfaction has effected on start up intention. As a result, start up intention and its outcome in university will be increased through not only selection of start up mentors with a competence and a passion but also start up mentoring and systematic start up education program fit for individual personality of university student.

• Applied Biological Chemistry
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• v.28 no.4
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• pp.278-283
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• 1985

These studies were conducted to investigate the changes and relation in protein, rheology and bread-mating properties during hard and soft wheat maturation. Samples were collected from the fields at 25 to 50 days after heading at intervals of 5 days. Protein content, sedimentation value and Pelshenke value of the tested wheat kernel or flour differed significantly between hard and soft wheat, and was relatively constant at 35 to 40 days after heading in each cultivar. In Mixogram water absorption of the flour, soft wheat increased only slightly, while intermediate and hard wheat increased remarkedly with maturation of the kernel. Total Mixogram characteristics increased and reached its maximum level at 35 days after heading. Farinogram pattern and bread loaf volume of the flour was greatly differences at the early stages of development due to cultivar, and was relatively constant at 40 days after heading. Significant positive and negative correlations were obtained among the protein and rheological properties, and tread loaf volume as the kernel matured.

• Elastomers and Composites
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• v.54 no.1
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• pp.54-60
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• 2019

The rapid development of the automobile industry is an important factor that led to the dramatic development of synthetic rubber. The tread part of tire that comes in direct contact with the road surface is related to the service life of the tire. Rubber compounds used in tire treads are often blended with SBR (styrene-butadiene rubber) and BR (butadiene rubber) to satisfy physical property requirements. However, when two or more kinds of rubber are blended, phase separation and silica dispersion problems may occur due to non-uniform mixing of the rubber. Therefore, in this study, we synthesized an SBR copolymer with the same composition as that of a typical SBR/BR blend compound by controlling butadiene content during ESBR (emulsion styrene-butadiene rubber) synthesis. Subsequently, silica filled compounds were manufactured using the synthesized ESBR, and their mechanical properties, dynamic viscoelasticity, and crosslinking density were compared with those of the SBR/BR blended compound. When the content of butadiene was increased in the silica filled compound, the cure rate accelerated due to an increased number of allylic positions, which typically exhibit higher reactivity. However, the T-2 compound with increased butadiene content by synthesis less likely to show an increase in crosslink density due to poor silica dispersion. In addition, the T-3 compound containing high cis BR content showed high crosslink density due to its monosulfide crosslinking structure. Because of the phase separation, SBR/BR blend compounds were easily broken and showed similar $M_{100%}$ and $M_{300%}$ values as those of other compounds despite their high crosslink density. However, the developed blend showed excellent abrasion resistance due to the high cis-1,4 butadiene content and low rolling resistance due to the high crosslink density.

• International journal of advanced smart convergence
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• v.9 no.4
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• pp.26-33
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• 2020

This study measured the downward stepping movement relative to weight change (no load, and 10%, 20%, 30% of body weight respectively of adult male (n=10) from standardized stair (rise of 0.3 m, tread of 0.29 m, width of 1 m). The 3-dimensional cinematography and ground reaction force were also utilized for analysis of leg stiffness: Peak vertical force, change in stance phase leg length, Torque of whole body, kinematic variables. The strategy heightened the leg stiffness and standardized vertical ground reaction force relative to the added weights (p<.01). Torque showed rather larger rotational force in case of no load, but less in 10% of body weight (p<.05). Similarly angle of hip joint showed most extended in no-load, but most flexed in 10% of body weight (p<.05). Inclined angle of body trunk showed largest range in posterior direction in no-load, but in vertical line nearly relative to added weights (p<.001). Thus the result of the study proved that downward stepping strategy altered from height of 30 cm, regardless of added weight, did not affect velocity and length of lower leg. But added weight contributed to more vertical impulse force and increase of rigidity of whole body than forward rotational torque under condition of altered stepping strategy. In future study, the experimental on effect of weight change and alteration of downward stepping strategy using ankle joint may provide helpful information for development of enhanced program of prevention and rehabilitation on motor performance and injury.

• Journal of the Architectural Institute of Korea Planning & Design
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• v.35 no.3
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• pp.59-66
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• 2019

In recent years, urban regeneration is focused on smart and pedestrian oriented development utilizing various mobility technology. The characteristics of walkways needs to reflect such development orientations. This research is the first step to find an adequate slope for ramp replacing stairs and shared by pedestrians, personal mobilities and powered wheelchairs. It aims to check if ramps on a recommended degree of angle by general guidelines are more preferred than stairs and find out what make difference of such preferences. Two surveys were conducted at $9^{\circ}$ and $9.6^{\circ}$ ramps coexisted with stairs at sequential and parallel location. The study on the survey result found that the general evaluation of $9^{\circ}$ ramp was better than $9.6^{\circ}$ ramp but $9^{\circ}$ ramp was not preferred than stairs while $9.6^{\circ}$ ramps was preferred. The difference of preferences was related to characteristics of stairs. The stair with shorter tread and riser next to $9^{\circ}$ ramp was evaluated much better than stairs next to $9.6^{\circ}$ ramp. Therefore the research concludes that $10.0^{\circ}$ which many guidelines recommend for the maximum slop of a ramp was not adequate for a ramp to replace stairs as a preferred means of vertical circulation. In addition the research found that the preference was sensitive to moving direction and gender especially in regards to comfort of stairs and safety of ramp. Most pedestrians chose a means of vertical circulation based on its comfort but pedestrian's evaluation of safety was most different based on moving direction.

• Tribology and Lubricants
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• v.38 no.1
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• pp.27-31
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• 2022

Harmonic drives have attracted increasing attention with the development of materials, parts, and related equipment. Harmonic drives exhibit high deceleration, high accuracy, and light weight. The stiffness of flexible splines according to the radial load is studied using a commercial FEM program to design the structure of the flexible spline and finite element to improve the weight and price competitiveness of harmonic drives. In addition, several studies have measured and compared friction coefficients based on 3D printed tread patterns. However, owing to the characteristics of plastic materials, a decrease in stiffness in the radial direction is inevitable. To prevent a decrease in stiffness in the radial direction, we designed and manufactured flex splines with a wrinkle shape. Through structural analysis, the reaction force and stiffness in the radial direction were determined. In addition, the maximum angle of the mound was derived by theoretical calculations, and the performance of the harmonic drive was compared with the results obtained in the mound experiment. Structural analysis shows that the shape of wrinkles decreased the stress and reaction force and increased the safety factor in comparison with that of the circular shape. During performance verification through continuous experiments, the developed harmonic drive showed continuous performance similar to that of an actual tank model. It is expected that the flex spline with a compliant spring and wrinkle shape will prevent a decrease in the radial stiffness.

• Journal of Platform Technology
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• v.11 no.6
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• pp.34-46
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• 2023

The design of non-pneumatic tires, which are created by filling the space between the wheel and the tread with elastomeric compounds or polygonal spokes, has become an important research topic in the automotive and aerospace industries. In this study, a system was designed for the design of non-pneumatic tires through the implementation of a generative adversarial network. We specifically examined factors that could impact the design, including the type of non-pneumatic tire, its intended usage environment, manufacturing techniques, distinctions from pneumatic tires, and how spoke design affects load distribution. Using OpenCV, various shapes and spoke configurations were generated as images, and a GAN model was trained on the projected GANs to generate shapes and spokes for non-pneumatic tire designs. The designed non-pneumatic tires were labeled as available or not, and a Vision Transformer image classification AI model was trained on these labels for classification purposes. Evaluation of the classification model show convergence to a near-zero loss and a 99% accuracy rate confirming the generation of non-pneumatic tire designs.

• Journal of Chest Surgery
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• v.13 no.3
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• pp.174-185
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• 1980

It was my great nohour that I can be exposed to such plenty materials of the coronary bypass surgery. Here, I am summarizing the xoronary bypass surgery, clinically. The material is serial 101 patients who underwent coronary bypass surgery between July 17, 1979 to November 30, 1979 in Shadyside Hospital, University of Pittsburgh. 1. Incidence of the Atherosclerosis is frequent in white, male, fiftieth who are living in industrialized country. It has been told the etiologic factor of the atherosclerosis is hereditary, hyperlipidemia, hypertension, smoking, drinking, diabetes, obesity, stress, etc. 2. The main and most frequent complication of the coronary atherosclerosis is angina pectoris. Angina pectoris is the chief cause of coronary bypass surgery and the other causes of coronary bypass surgery are obstruction of the left main coronary artery, unstable angina, papillary muscle disruption or malfunction and ventricular aneurysm complicated by coronary artery disease. 3. The preoperative clinical laboratory examination shows abnormal elevation of plasma lipid in 82 patint, plasma glucose in 40 patient, total CPK-MB in 24 patient stotal LDH in 22 patient out of 101 patient. 4. Abnormal ECG findings in preoperative examine were 29.1% myocardial infarction, 25.8% ischemia and injury, 14.6T conduction defect. 5. Also we had done Echocardiography, Tread Mill Test, Myocardial Scanning, Vectorcardiography and Lung function test to get adjunctive benefit in prediction of prognosis and accurate diagnosis. 6. The frequency of coronary atherosclerosis in main coronary arteries were LAD, RCA and Circumflex in that order. 7. The patients' main complaints which were became as etiologic factor undergoing coronary bypass surgery were angina, dyspnea, diaphoresis, dizziness, nausea and etc. 8. For the coronary bypass surgery, we used cardiopulmonary bypass machine, non-blood, diluting prime, cold cardioplegic solution and moderate cooling for the myocardial protection. 9. We got the grafted veins from Saphenous and Cephalic vein. Reversed and anastomosed between aorta and distal coronary A. using 5-0 and 7-0 prolene continuous suture. Occasionally we used internal mammary A. as an arterial blood source and anastomosed to the distal coronary A. and to side fashion. 10. The average cardiopulmonary bypass time for every graft was 43.9 min. and aortic clamp time was 23 minute. We could Rt. coronary A. bypass surgery only by stand by the cardiopulmonary machine and in the state of pumping heart. 11. Rates by the noumbers of graft were as follow : 21.8% single, 33.7% double, 26.7% triple, 13.9% quadruple, 3% quintuple and 1% was sixtuple graft. 12. combined procedures with coronary bypass surgery were 6% aneurysmectomy, 3% AVR, 1% MVR, 13% pacer implantation and 1% intraaortic ballon setting. 13. We could see the complete abolition of anginal pain after operation in 68% of patient, improvement 25.8%, no change in 3.1%, and there was unknown in 3%. 14. There were 4% immediate postoperative deaths, 13.5% some kinds of heart complication, 51.3% lung complications 33.3% pleural complications as prognosis.