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복합레진 인레이 수복시 와동형태에 따른 치아파절에 관한 유한요소법적 연구
김철순,민병순,Kim, Chull-Soon,Min, Byung-Soon 대한치과보존학회 1994 Restorative Dentistry & Endodontics Vol.19 No.1
Fracture of cusp, on posterior teeth, especially those carious or restored, is major cause of tooth loss. Inappropriate treatments, such as unnecessarily wide cavity preparations, increase the potential of further trauma and possible fracture of the remaining tooth structures. Fracture potential may be directly related to the stresses exerted upon the tooth during masticatory function. The purpose of this study is to evaluate the fracture resistance of tooth, restored with composite resin inlay. In this study, MOD inlay cavity prepared on maxillary first premolar and restored with composite resin inlay. Three dimensional finite element models with eight nodes isoparametric solid element, developed by serial grinding-photographing technique. These models have various occlusal isthmus and depth of cavity, 1/2, 1/3 and 1/4 of isthmus width and 0.7, 0.85 and 1.0 of depth of cavity. The magnitude of load was 474 N and 172 N as presented to maximal biting force and normal chewing force. These loads applied onto ridges of buccal and lingual cusp. These models analyzed with three dimensional finite element method. The results of this study were as follows : 1. There is no difference of displacement between width of occlusal isthmus and depth of cavity. 2. The stress concentrated at bucco-mesial comer, bucco-disal comer, pulpal line angle and the interface area between internal slopes of cusp and resin inlay. 3. The vector of stress direct to buccal and lingual side from center of cavity, to tooth surface going on to enamel. The magnitude of vector increase from occlusal surface to cervix. 4. The crack of tooth start interface area, between internal slop of buccal cusp and resin inlay. It progresses through buccopulpal line angle to cervix at buccomesial and buccodistal comer. 5. The influence with depth of cavity to fracture of tooth was more than width of isthmus. 6. It would be favorable to make the isthmus width narrower than a third of the intercuspal distance and depth of cavity is below 1 : 0.7.
제주지방(濟州地方)의 확률강우강도식(確率降雨强度式) 유도(誘導)
김철순,임병대,김운중,표영평,Kim, Chul Soon,Rim, Byung Dae,Kim, Woon Joong,Pyo, Yong Pyoung 대한토목학회 1993 대한토목학회논문집 Vol.13 No.2
강우현상은 지역별로 그 특성이 다르고, 장기간을 관측하여 보면 강우특성도 전에 비해서 많이 변화하므로 보다 정확한 배수계획의 수립이나 수공구조물계획을 위해서는 그 지역의 최근의 관측자료까지 포함한 강우특성을 연구하여 적용하는 것이 바람직하다. 따라서 제주지방의 주요 우량관측소(제주시, 서귀포, 성산포)의 최근 20년간(年間)의 자기우량기록지에서 연최대(年最大) 강우량만을 골라서 우량지속기간별로 실측우량을 발췌하였으며, 강우강도식은 일반적으로 많이 사용하고 있는 Talbot형(型), Sherman형(型), Japanese형(型)에다 새로운 Semi-log형(型)을 추가해서 제주지방의 지역별 최적확률 강우강도식을 유도해 본 결과 제주시는 확률년이 3년(年)~5년(年)에는 Japanese형(型), 그 외는 Talbot형(型)이고, 서귀포는 Sherman형(型), 성산포는 Talbot형(型)으로 나타났다. It is desirable to utilize the result after studying the rainfall characteristics including the latest observation data in the districts for the sake of establishment of the more accurate plans for drainage or plans for hydraulic stuctures because the rainfall phenomena are different in their characteristics by regional groups and if we make a meteorological observation for a long period of time, the rainfall characteristics also change a great deal as compared with the preceding years. Therefore, we selected only the annual maximum rainfall from the self-recording rain gauge of the main rainfall observation station (Cheju, Sogwipo, Songsanpo) in the Cheju districts in the last twenty years, extracted the rainfall by actual measurement by the rainfall duration, and induced the optimal probable rainfall-intensity formulas by regional groups in the Cheju districts, taking advantage of the rainfall formulas being in wide use in general, that is, Talbot type, Sherman type, Japanese type, and new Semi-log type. As the result, the return periods at Cheju station appeared to be three years to five years and the optimal probable rainfall-intensity formula at Cheju station, Japanese type and outside the city, Talbot type; Sogwipo, Sherman type; Songsanpo, Talbot type respectively.
김철순(Kim Cheol-Sun),김시곤(Kim Sigon),김정환(Kim Jung-Hwan) 대한토목학회 2008 대한토목학회논문집 D Vol.28 No.4D
KTX(Korea Train Express)의 도입은 우리나라 교통시스템 전반에 획기적인 변화를 가져왔다. 특히 고속철도역은 단순한 철도역이 아닌 통합적인 대중교통 환승센터로 그 의미가 확장되고 있다. 그러나 그동안 고속철도역에 대한 평가가 제대로 이루어지지 못한 것이 사실이다. 고속철도역의 평가는 출발지에서 고속철도역까지의 연계와 내부의 환승 서비스에 대한 평가가 매우 중요하다. 본 연구에서는 고속철도역 내부 환승시설의 서비스 평가를 위하여 표준화된 지표를 개발하였다. 서비스 평가지표는 환승시설의 서비스수준(LOS), 시설배치의 적정성, 정보수준으로 이루어진다. 서비스 평가지표를 활용하여 고속철도역 환승시설에 대한 평가지표별 평가 기준과 방법론을 제시하였다. 최종적으로, 현재 이용 중인 전국의 7개 고속철도역을 평가해보았다. The introduction of KTX (Korea Train Express) has brought an historic change to the overall transit system in Korea. The high-speed railway stations in particular are expanding the scope as public transit centers. However, it is evident that the evaluation on the high-speed railway stations had not been performed successfully thus far. The most important element of the evaluation is the connectivity of the departure point to the arriving stations and also the internal transfer service stations. We developed the service evaluation indicators of transfer facilities in the high-speed railway stations. The indicators are comprised of the level of service (LOS), the propriety of allocation, and the quality of information throughout the facilities in the centers. We examined the 7 stations in Korea that are currently in operation and standardized the methodology of the evaluation process by applying the indicators suggested in this study.
김철순(Kim Cheol-Sun),김시곤(Kim Sigon),김정환(Kim Jung-Hwan) 한국철도학회 2008 한국철도학회 학술발표대회논문집 Vol.- No.-
The introduction of KTX(Korea Train Express) has brought an historic change to the overall transit system in Korea. Especially, the high-speed railway stations are expanding the scope as public transit centers. However, we cannot deny that the evaluation on the high-speed railway stations had not been performed successfully so far. The evaluation covers from the connectivity of the scope from door to the stations and the transfer service in the interior of stations. We developed the service evaluation indicators of transfer facilities in the high-speed railway stations. The indicators consist of level of service(LOS), the propriety of allocation, and the quality of information throughout the facilities in the centers. We examined the 7 stations in Korea and standardized the methodology of the evaluation process by applying the indicators. Also, the evaluation is performed easy for anyone to follow.
김근영,김광선,명정호,윤찬호,신우람,김철순,고영조,문성현,김경표,김태중,Kim, Keunyoung,Kim, Kwang Seon,Myung, Jungho,Yoon, Chanho,Shin, Wooram,Kim, Cheulsoon,Ko, Young Jo,Moon, Sunghyun,Kim, Kyeongpyo,Kim, Tae Joong 한국전자통신연구원 2019 전자통신동향분석 Vol.34 No.1
The capacity of wireless communications has been considered to be restricted by their fundamental limits, which were first formulated by Shannon in 1948. These limits are for the communication environment that is composed of a transmitter and receiver pair. However, there are usually more than one simultaneously communicating pairs in the environment. In such cases, the capacity is not known. Moreover, performance requirements have been diversified with the development of technology. We believe that wireless communication technologies will eventually progress toward limitless connections. Various wireless transmission and access technologies are introduced in order to overcome their limitations.
김철순(Cheolsoon Kim),정길조(Giljo Jung),박진수(Jinsu Park),최종윤(Jongyun Choi),최윤석(Yoonseok Choi) 한국자동차공학회 2016 한국자동차공학회 학술대회 및 전시회 Vol.2016 No.11
Recently, exhaust emission regulation have become more stringent as a result of increased environmental issue and high-fuel-efficient vehicles are needed from customers. As one of the solutions, adoption of idle stop device has been increasing on vehicle. In case of the idle stop device with electric oil pump, it is needed to minimize the time delay by rapidly raising hydraulic pressure. In this study, considering shape of the hydraulic circuit in sub control valve, the method using CFD was developed to improve the hydraulic response for idle stop device with electric oil pump. Through this method, it could predict the location and size of the air pocket, and confirmed that the air pocket cause the delay of hydraulic pressure increase. As a result, it is possible to propose the sub control valve which is minimized the delay of hydraulic pressure.