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Cement Type 맞춤형 인공고관절의 설계 변수 변화에 따른 Cement 두께 변화와 이에 대한 응력 분석
박흥석,전흥재,윤인찬,이문규,서덕찬,최귀원,Park, Heung-Seok,Chun, Heoung-Jae,Youn, In-Chan,Lee, Moon-Kyu,Seo, Duck-Chan,Choi, Kui-Won 대한의용생체공학회 2006 의공학회지 Vol.27 No.6
The choice of suitable hip implant is one of important factors in the total hip arthroplasty (THA). In clinical view point, an improper adaptation of hip implant might induce abnormal stress distribution to the bone, which can shorten the lifespan of replaced hip implant. Currently, interest in the custom-designed hip implants has increased as studies reveal the significance of geometric shape of patient's femur in modeling and designing the implants. In this study, we have developed custom-designed hip implant models with various sizes, and analyzed the stress distribution in the bone and bone cement using the Finite Element Method. It was found that minimizing the gap between implant stem and femoral cavity is crucial to minimize the stress concentration in the bone.
박흥석,Park, Heung-Seok 한국LP가스공업협회 2006 LP가스 Vol.101 No.-
에너지 위기시 가스공급 안정을 도모하기 위해 LNG와 LPG의 균형발전을 기본 축으로 LPG의 유통체계 개선, 신규수요 개발 등 LPG산업 발전정책을 지속적으로 추진해 나가고자 한다.
박흥석(Heung-Seok Park),송봉환(Bong-Hwan Song),최정열(Jung-Youl Choi),김만철(Man-Cheol Kim),박용걸(Yong-Gul Park) 한국철도학회 2015 한국철도학회 학술발표대회논문집 Vol.2015 No.10
각기 다른 속도와 윤중을 갖는 열차(KTX, AREX, AREX express)가 공항철도 곡선부 자갈궤도를 주행함에 있어서 최고속도 기준으로 설정된 캔트는 열차속도의 변화에 따라 캔트의 과부족 현상을 초래할 수 있다. 또한 과캔트 상태는 내측 궤도의 부담력(충격효과)을 증폭시켜 내측 궤도구성품(레일, 침목 및 도상자갈)의 손상을 가중 시킬 수 있다. 본 연구에서는 곡선부 자갈궤도를 주행하는 열차종류별 특성 및 실제 통과속도를 고려한 차량-궤도 상호작용력 해석결과와 현장측정을 통해 산출한 내, 외측 궤도충격수준을 비교, 분석하였다. 연구결과, 대상선로에 대한 캔트설정의 적정성을 평가하고 이를 바탕으로 곡선부 캔트 과부족이 자갈궤도의 궤도충격수준에 미치는 영향을 분석하였다. In the curved track, the contribution of wheel load on the low and high rail was fluctuated by cant deviation according to various vehicle speed, and it was affected on the track components by considering the equilibrium cant or cant excess condition. In this study, the measured track impact factor of each rail was compared with the performance requirements of ballasted track under real conditions, which included cant variation of curved ballasted tracks. Therefore, the dynamic wheel load were measured for three different trains (KTX, AREX and AREX express) running on two conventional curved track sections with two different cant (elevation). The track impact factor was estimated from the measured dynamic wheel load, and the empirical dynamic wheel load was calculated using the measured track impact factor at each site. The numerical simulations and field test results were compared with Korean regulations for train-induced track impact factor (dynamic amplification factor), and the speed effect of a KTX train was compared with that of a general train (AREX and AREX express).