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Quantitative light-induced fluorescence technology for quantitative evaluation of tooth wear
Kim, Sang-Kyeom,Lee, Hyung-Suk,Park, Seok-Woo,Lee, Eun-Song,de Josselin de Jong, Elbert,Jung, Hoi-In,Kim, Baek-Il SOCIETY OF PHOTO-OPTICAL INSTRUMENTATION ENGINEERS 2017 JOURNAL OF BIOMEDICAL OPTICS Vol.22 No.12
<P>Various technologies used to objectively determine enamel thickness or dentin exposure have been suggested. However, most methods have clinical limitations. This study was conducted to confirm the potential of quantitative light-induced fluorescence (QLF) using autofluorescence intensity of occlusal surfaces of worn teeth according to enamel grinding depth in vitro. Sixteen permanent premolars were used. Each tooth was gradationally ground down at the occlusal surface in the apical direction. QLF-digital and swept-source optical coherence tomography images were acquired at each grinding depth (in steps of 100 mu m). All QLF images were converted to 8-bit grayscale images to calculate the fluorescence intensity. The maximum brightness (MB) values of the same sound regions in grayscale images before (MBbaseline) and phased values after (MBwom) the grinding process were calculated. Finally, 13 samples were evaluated. MBwom increased over the grinding depth range with a strong correlation (r = 0.994, P < 0.001). In conclusion, the fluorescence intensity of the teeth and grinding depth was strongly correlated in the QLF images. Therefore, QLF technology may be a useful non-invasive tool used to monitor the progression of tooth wear and to conveniently estimate enamel thickness. (C) 2017 Society of Photo-Optical Instrumentation Engineers (SPIE)</P>
Kyung-Il Lim,Jae-Hwan Kim,Chung-Kyeom Kim,Jung-Ha Kim 제어로봇시스템학회 2010 제어로봇시스템학회 국제학술대회 논문집 Vol.2010 No.10
The existing path plan algorithms repeat process until reach to goal position (from the start position). As result of process, path plan algorithms create the optimal paths. From the algorithm point of view, created paths are optimal paths because paths are the shortest and lowest. But this path does not consider unit"s moving characteristics. The current path plan algorithms have been developing that solving and supplementing the part of problems about the grid map environment. According to the passage, methods of the solving and supplementing can divide two ways. First method is path smoothing, second method is the Field D<SUP>*</SUP> algorithm. If the path smoothing is adapted in Global size (Global path in Global map), in such that case, the time constraint is not important but the optimal path will be modified. And modification of the optimal path like to has serious problems. Field D<SUP>*</SUP> algorithm is powerful path plan algorithm and this algorithm is not postprocessing like a path smoothing. And in a way it guarantees real-time path creations. But local size (local path in local map)"s real-time do not guarantee perfectly. On the basis of facts, we suggest the Unmanned Ground Vehicle (we abbreviate the word by "UGV")"s new path plan algorithm that included UGV"s moving characteristics.
Hyo Kyeom Kim,Sang Young Lee,Il-Hyuk Yu,Tae Joo Park,Choi, R.,Cheol Seong Hwang IEEE 2012 IEEE electron device letters Vol.33 No.7
<P>This letter compares TiN/La/TiN (TLT) and TiLaN (TLN) metal gates on HfO<SUB>2</SUB>/Si substrates, focusing on the flatband voltage (<I>V</I><SUB>FB</SUB>) modulation and interfacial layer (IL) scaling. The maximum <I>V</I><SUB>FB</SUB> modulation value of the TLT/HfO<SUB>2</SUB>/Si stack was -423 mV compared to the <I>V</I><SUB>FB</SUB> of the TiN single-metal case, which is superior to that of TLN (-247 mV). This is because the TiN barrier layer in the TLT metal stack prevents interfacial oxidation. Both TLT and TLN gate metals effectively shrink the IL thickness to values below 0.5 nm. In the case where the TLT metal gate was annealed at 600°C for 30 s, the IL thickness was almost zero, and the equivalent oxide thickness was decreased to 0.8 nm even though the maximum temperature was limited to 600°C.</P>
중고속 자기부상열차 시뮬레이션 모델을 위한 부상시스템 매개변수 추출
김일겸(Il-Kyeom Kim),하창완(Chang-Wan Ha),한형석(Hyung-Suk Han),임재원,김창현(Chang-Hyun Kim) 한국철도학회 2015 한국철도학회 학술발표대회논문집 Vol.2015 No.10
실용화 단계에 있는 도시형 자기부상열차를 일부 개선한 시속 200km 급 중고속 자기부상열차 개발이 현재 초기 단계에 있다. 자기부상열차의 핵심기술인 부상시스템 설계, 성능예측 및 최적설계를 위해서는 신뢰성 있는 동특성 시뮬레이션 모델이 요구된다. 이를 위해서 전기, 자기, 기계 및 제어요소로 구성된 부상시스템의 매개변수 추출이 선행적으로 이루어져야 한다. 본 논문에서는 중고속 자기부상열차 부상시스템 제어성능 시뮬레이션 모델개발을 위한 매개변수 추출을 목표로 한다. 이를 위하여 전자석, 현가요소 및 전력공급장치로 구성된 단위 부상시스템 시험기를 구축한다. 실험 결과를 바탕으로 매개변수를 추출하고 이를 이용한 시뮬레이션 모델과 부상실험과의 비교검증이 이루어진다. The development of a medium to high speed Maglev train is in the first step to customize in the range of 100 ㎞/h to 200 ㎞/h. The dynamic simulation model to evaluate the train performance is needed for the optimum design of the levitation system. For this reason, the parameter estimation for the levitation system which is composed of the three kinds of mechanical, electrical and magnetic components is required to make the reliable simulation model. This paper is focused on the parameter estimation for development of the levitation control system. To evaluate the dynamic performance, the levitation-guidance test equipment was installed. This equipment consists of the electromagnet, suspension system and the power feeding equipment. Based on the experiment, the parameter can be estimated and the result is compared to the dynamic simulation.
김일겸(Il Kyeom Kim),김정석(Jung Seok Kim),이우근(Woo Geun Lee) 대한기계학회 2015 大韓機械學會論文集A Vol.39 No.3
본 연구에서는 무현가 복합소재 대차프레임의 철도차량 적용 가능성을 검토하기 위해 동특성 해석과 시험을 수행하였다. 복합소재 대차에서 윤축의 가이드 역할을 하는 고무부싱의 강성을 10MN/m에서 100MN/m까지 10MN/m 단위로 변화시키면서 차량 동특성을 해석적으로 평가하였다. 평가 결과 고무부싱의 강성이 40MN/m 이상에서는 성능요구조건을 만족하고 있음을 알 수 있었다. 또한, 81MN/m의 강성을 갖는 고무부싱을 제작하여 대차에 설치하고 주행 동특성 시험을 수행하였다. 시험결과 임계속도는 약 363km/h로 나타났으며, 주행 해석에서 얻은 330km/h와 약 10%의 오차를 보였다. In this study, a vehicle dynamic analysis and roller rig test were performed to evaluate the applicability of a suspensionless composite bogie to railway vehicles. A vehicle dynamic analysis was carried out under different rubber bushing stiffness values. The stiffness of the rubber bushing that plays a role in guiding wheel sets was varied in the range of 10-100 MN/m, in 10-MN/m steps. Based on the results, the composite bogie with a rubber bushing stiffness of more than 40 MN/m satisfied the design requirements. In addition, a rubber bushing with a stiffness of 81 MN/m was fabricated, and a roller rig test was performed. Based on the test results, the vehicle equipped with the composite bogie had a critical speed of 363 km/h, which agreed with the simulation result within an error of 10%.