http://chineseinput.net/에서 pinyin(병음)방식으로 중국어를 변환할 수 있습니다.
변환된 중국어를 복사하여 사용하시면 됩니다.
( Osamu Tanifuji ),( Tomoharu Mochizuki ),( Hiroshi Yamagiwa ),( Takashi Sato ),( Satoshi Watanabe ),( Hiroki Hijikata ),( Hiroyuki Kawashima ) 대한슬관절학회 2021 대한슬관절학회지 Vol.33 No.-
Purpose: The purpose of this study was to evaluate the post-operative three-dimensional (3D) femoral and tibial component positions in total knee arthroplasty (TKA) by the same co-ordinates’ system as for pre-operative planning and to compare it with a two-dimensional (2D) evaluation. Materials and methods: Sixty-five primary TKAs due to osteoarthritis were included. A computed tomography (CT) scan of the femur and tibia was obtained and pre-operative 3D planning was performed. Then, 3D and 2D postoperative evaluations of the component positions were performed. KneeCAS (LEXI, Inc., Tokyo, Japan), a lowerextremity alignment assessment system, was used for the 3D post-operative evaluation. Standard short-knee radiographs were used for the 2D post-operative evaluation. Differences between the pre-operative planning and post-operative coronal and sagittal alignment of components were investigated and compared with the results of the 3D and 2D evaluations. Results: According to the 3D evaluation, the difference between the pre-operative planning and actual postoperative sagittal alignment of the femoral component and the coronal and sagittal alignments of the tibial component were 2.6° ± 1.8°, 2.2° ± 1.8° and 3.2° ± 2.4°, respectively. Using the 2D evaluation, they were 1.9° ± 1.5°, 1.3° ± 1.2° and 1.8° ± 1.4°, making the difference in 3D evaluation significantly higher (p = 0.013, = 0.003 and < 0.001). For the sagittal alignment of the femoral component and the coronal and sagittal alignment of the tibial component, the outlier ( > ± 3°) ratio for the 3D evaluation was also significantly higher than that of the 2D evaluation (p < 0.001, = 0.009 and < 0.001). Conclusions: The difference between the pre-operative planning and post-operative component alignment in the 3D evaluation is significantly higher than that of the 2D, even if the same cases have been evaluated. Twodimensional evaluation may mask or underestimate the post-operative implant malposition. Three-dimensional evaluation using the same co-ordinates’ system as for pre-operative planning is necessary to accurately evaluate the post-operative component position.
A Basic Study on Wheel Flange Climbing using Model Wheelset
Nagumo, Yosuke,Tanifuji, Katsuya,Imai, Junichi The Korean Society for Railway 2010 International Journal of Railway Vol.3 No.2
This paper deals with an experimental study on the wheel flange climbing of railway vehicles, which is a major factor leading to derailment. An experiment is carried out on a 1/5-scale model wheelset of a truck used on a standard-gauge track, which is placed on a roller rig. The lateral external force acting on the wheelset is ramped up until derailment occurs under the condition of a fixed attack angle and wheel-load unbalance ratio. Three parameters, the height of wheel lift, the lateral force, and the wheel load acting on the outer rail, are measured until derailment occurs. From these measurements, it is possible to observe the behavior of the wheelset and to elucidate how the attack angle, the wheel-load unbalance ratio and the lateral external force affect flange-climb derailment. Then, a numerical simulation is carried out using an analytical model based on a single wheelset. As a result, the flange-climb behavior observed in the experiment can be explained theoretically on the bases of the analytical results, although further improvement of the model is desired.
Effect of Crosswind on Derailment of Railway Vehicles Running on Curved Track at Low Speed
Hosoi, Takahiro,Tanifuji, Katsuya The Korean Society for Railway 2012 International Journal of Railway Vol.5 No.2
Owing to the lightening of railway vehicles and increased operation speeds, the reduction of running safety in the presence of crosswind is becoming an important problem. In particular, the running safety tends to decrease when vehicles run on curved track. When a crosswind acts on a vehicle negotiating a curve from the outer side, flange climbing can occur. In this study, a full-vehicle model was constructed using the multi-body simulation software SIMPACK, and a simulation of a bogie vehicle with two-axle trucks negotiating a curve was carried out to examine the running safety under the condition where a crosswind acts on the vehicle from the outer side of the curve. As a result, it was verified that the derailment coefficient of the first wheelset becomes large in the exit transition curve and the coefficient of the third wheelset does in the entrance transition curve, and this trend becomes pronounced at low operation speeds in the presence of a stronger crosswind. It was also shown that the critical derailment coefficients obtained by modified Nadal's formula considering the effect of attack angle become close to the actual derailment coefficients at the timing that flange climbing occurs.
Effect of Crosswind on Derailment of Railway Vehicles Running on Curved Track at Low Speed
Takahiro Hosoi,Katsuya Tanifuji 한국철도학회 2012 International Journal of Railway Vol.5 No.2
Owing to the lightening of railway vehicles and increased operation speeds, the reduction of running safety in the presence of crosswind is becoming an important problem. In particular, the running safety tends to decrease when vehicles run on curved track. When a crosswind acts on a vehicle negotiating a curve from the outer side, flange climbing can occur. In this study, a full-vehicle model was constructed using the multi-body simulation software SIMPACK, and a simulation of a bogie vehicle with two-axle trucks negotiating a curve was carried out to examine the running safety under the condition where a crosswind acts on the vehicle from the outer side of the curve. As a result, it was verified that the derailment coefficient of the first wheelset becomes large in the exit transition curve and the coefficient of the third wheelset does in the entrance transition curve, and this trend becomes pronounced at low operation speeds in the presence of a stronger crosswind. It was also shown that the critical derailment coefficients obtained by modified Nadal’s formula considering the effect of attack angle become close to the actual derailment coefficients at the timing that flange climbing occurs.
A Basic Study on Wheel Flange Climbing using Model Wheelset
Yosuke Nagumo,Katsuya Tanifuji,Junichi Imai 한국철도학회 2010 International Journal of Railway Vol.3 No.2
This paper deals with an experimental study on the wheel flange climbing of railway vehicles, which is a major factor leading to derailment. An experiment is carried out on a 1/5-scale model wheelset of a truck used on a standard-gauge track, which is placed on a roller rig. The lateral external force acting on the wheelset is ramped up until derailment occurs under the condition of a fixed attack angle and wheel-load unbalance ratio. Three parameters, the height of wheel lift, the lateral force, and the wheel load acting on the outer rail, are measured until derailment occurs. From these measurements, it is possible to observe the behavior of the wheelset and to elucidate how the attack angle, the wheel-load unbalance ratio and the lateral external force affect flange-climb derailment. Then, a numerical simulation is carried out using an analytical model based on a single wheelset. As a result, the flange-climb behavior observed in the experiment can be explained theoretically on the bases of the analytical results, although further improvement of the model is desired.