• Steel and Composite Structures
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• v.47 no.1
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• pp.91-102
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• 2023

To study the evaluation standard and control limit of mortar filling layer void length, in this paper, the train sub-model was developed by MATLAB and the track-bridge sub-model considering the mortar filling layer void was established by ANSYS. The two sub-models were assembled into a train-track-bridge coupling dynamic model through the wheel-rail contact relationship, and the validity was corroborated by the coupling dynamic model with the literature model. Considering the randomness of fastening stiffness, mortar elastic modulus, length of mortar filling layer void, and pier settlement, the test points were designed by the Box-Behnken method based on Design-Expert software. The coupled dynamic model was calculated, and the support vector regression (SVR) nonlinear mapping model of the wheel-rail system was established. The learning, prediction, and verification were carried out. Finally, the reliable probability of the amplification coefficient distribution of the response index of the train and structure in different ranges was obtained based on the SVR nonlinear mapping model and Latin hypercube sampling method. The limit of the length of the mortar filling layer void was, thus, obtained. The results show that the SVR nonlinear mapping model developed in this paper has a high fitting accuracy of 0.993, and the computational efficiency is significantly improved by 99.86%. It can be used to calculate the dynamic response of the wheel-rail system. The length of the mortar filling layer void significantly affects the wheel-rail vertical force, wheel weight load reduction ratio, rail vertical displacement, and track plate vertical displacement. The dynamic response of the track structure has a more significant effect on the limit value of the length of the mortar filling layer void than the dynamic response of the vehicle, and the rail vertical displacement is the most obvious. At 250 km/h - 350 km/h train running speed, the limit values of grade I, II, and III of the lengths of the mortar filling layer void are 3.932 m, 4.337 m, and 4.766 m, respectively. The results can provide some reference for the long-term service performance reliability of the ballastless track-bridge system of HRS.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.6D
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• pp.711-717
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• 2009

This study develops model for analysis of relationship between major node (Interchange in expressway) and land price formation of apartments along with Seoul Belt Expressway by using CHAID analysis. The results show that first, regions(outer side: Gyeongido, inner side: Seoul) on the line of Seoul Belt Expressway are different and a graph generally show llinear relationships between land price and traffic node but it does not; second, CHAID analysis shows two different spatial distribution at the point of 2.6km in the outer side, but three different spatial distribution at the point of 1.4km and 3.8km in the inner side. In other words, traffic access does not necessarily guarantee high housing price since the graphs shows land price related to composite spatial distribution. This implies that residential environments (highway noise and regional discontinuity) and traffic accessibility cause mutual interaction to generate this phenomenon. Therefore, the highway IC landprice model will be beneficial for calculation of land price in New Town which constantly is being built along the highway.

• Steel and Composite Structures
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• v.46 no.1
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• pp.53-73
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• 2023

Man-made structure materials like concrete usually contain inclusions. These inclusions affect the mechanical properties of concrete. In this investigation, the influence of inclusion length and inclination angle on three-dimensional failure mechanism of concrete under uniaxial compression were performed using experimental test and numerical simulation. Approach of acoustic emission were jointly used to analyze the damage and fracture process. Besides, by combining the stress-strain behavior, quantitative determination of the thresholds of crack stress were done. concrete specimens with dimensions of 120 mm × 150 mm × 100 mm were provided. One and two holes filled by gypsum are incorporated in concrete samples. To build the inclusion, firstly cylinder steel tube was pre-inserting into the concrete and removing them after the initial hardening of the specimen. Secondly, the gypsum was poured into the holes. Tensile strengths of concrete and gypsum were 2.45 MPa and 1.5 MPa, respectively. The angle bertween inclusions and axial loadind ary from 0 to 90 with increases of 30. The length of inclusion vary from 25 mm to 100 mm with increases of 25 mm. Diameter of the hole was 20 mm. Entirely 20 various models were examined under uniaxial test. Simultaneous with experimental tests, numerical simulation (Particle flow code in two dimension) were carried out on the numerical models containing the inclusions. The numerical model were calibrated firstly by experimental outputs and then failure behavior of models containing inclusions have been investigated. The angle bertween inclusions and axial loadind vary from 0 to 90 with increases of 15. The length of inclusion vary from 25 mm to 100 mm with increases of 25 mm. Entirely 32 various models were examined under uniaxial test. Loading rate was 0.05 mm/sec. The results indicated that when inclusion has occupied 100% of sample thickness, two tensile cracks originated from boundaries of sample and spread parallel to the loading direction until being integrated together. When inclusion has occupied 75% of sample thickness, four tensile cracks originated from boundaries of sample and spread parallel to the loading direction until being integrated together. When inclusions have occupied 50% and 25% of sample thickness, four tensile cracks originated from boundaries of sample and spread parallel to the loading direction until being integrated together. Also the inclusion was failed by one tensile crack. The compressive strength of samples decease with the decreases of the inclusions length, and inclusion angle had some effects on that. Failure of concrete is mostly due to the tensile crack. The behavior of crack, was affected by the inclusion length and inclusion number.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.1A
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• pp.69-78
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• 2008

In this study, in order to verify the reinforcement effects of the cracked concrete tubes and culverts, static load test was conducted. After the load carrying capacity of the original concrete tubes (nominal diameter 0.8 m, 1.0 m, 1.5 m) and box culverts (inner width 2.0 m. 2.5 m) was reduced by the cracking test, the cracked concrete specimens were strengthened by installing profile with steel stiffener and high strength mortar. And then, the maximum load tests were conducted the renewal concrete tubes and box culverts. According to the method application, the load carrying capacity increased 1.66~3.50 times than it of the original tubes before applying the method. In case of the original box culverts, the load carrying capacity increased 1.66~3.10 times than the case before installing profile and high strength mortar. Also non-linear analysis was carried out by using the commercial FEM program of ABAQUS 6.6. Solid (C3D8R) elements and concrete damage plasticity option was applied to the analysis. For reflecting confined reinforcing bars in the analysis, the composite material properties were used.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.499-509
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• 2006

Precast concrete deck has many advantages comparing with the in-situ concrete deck, and has been successfully applied to replacement of the deteriorated decks and to the newly constructed highway bridges in domestic region. In order to apply the precast decks into the railway bridges, however, differences of the load characteristics between the highway and the railway should be properly taken into account including the train load, longitudinal force of the continuous welded rail, acceleration or braking force, temperature change and shrinkage. Proper level of the longitudinal prestress of the tendons that can ensure integrity of the transverse joints in the deck system is of a primary importance. To this aim, the longitudinal tensile stresses induced by the design loads are derived using three-dimensional finite element analyses for the frequently adopted PSC composite girder railway bridge. The effect of the temperature change is also investigated considering the design codes and theoretical equations in an in-depth manner. The estimated proper prestress level to counteract those tensile stresses is above 2.4 MPa, which is similar to the case of the highway bridges.

• Composites Research
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• v.36 no.5
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• pp.349-354
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• 2023

Poly(3-hexylthiophene) (P3HT) is a conjugated polymer that is highly soluble in organic solvents and is readily available. However, its electrical properties as an active channel in electronic devices are not enough for practical applications, necessitating further improvement in the properties. In this study, we demonstrate that the blending of two P3HT polymers (i.e., regio-regular (RR) P3HT and regio-random (RRa) P3HT) with different regioregularities can significantly improve charge transport characteristics of the blend films. The morphological and electrical properties of the blend films were systematically investigated by varying the ratio between two P3HT polymers. Atomic force microscopy (AFM), X-ray diffraction (XRD), and UV-visible absorption spectroscopy (UV-vis) were employed to evaluate the morphological and optoelectronic properties of the blend films. The crystallinity of the blend films increased with increasing the content of RRa-P3HT to 20 wt% and gradually decreased as the content increased to 80%. Consistently, the highest charge carrier mobility was obtained from the blend films containing 20 wt% RRa-P3HT, which value was measured to be 0.029 cm²/V·s. The values gradually decreased to 0.0007 cm²/V·s with increasing the content of RRa-P3HT to 80 wt%.

• Korean Circulation Journal
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• v.53 no.12
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• pp.843-854
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• 2023

Background and Objectives: We evaluated the effect of diabetes on the relationship between body mass index (BMI) and clinical outcomes in patients following percutaneous coronary intervention (PCI) with drug-eluting stent implantation. Methods: A total of 6,688 patients who underwent PCI were selected from five different registries led by Korean Multicenter Angioplasty Team. They were categorized according to their BMI into the following groups: underweight (<18.5 kg/m²), normal weight (18.5-24.9 kg/m²), overweight to obese (≥25.0 kg/m²). Major adverse cardiac and cerebrovascular events (MACCE), defined as a composite of death, nonfatal myocardial infarction, stroke, and target-vessel revascularization, were compared according to the BMI categories (underweight, normal and overweight to obese group) and diabetic status. All subjects completed 1-year follow-up. Results: Among the 6,688 patients, 2,561 (38%) had diabetes. The underweight group compared to normal weight group had higher 1-year MACCE rate in both non-diabetic (adjusted hazard ratio [HR], 2.24; 95% confidence interval [CI], 1.04-4.84; p=0.039) and diabetic patients (adjusted HR, 2.86; 95% CI, 1.61-5.07; p<0.001). The overweight to obese group had a lower MACCE rate than the normal weight group in diabetic patients (adjusted HR, 0.67 [0.49-0.93]) but not in non-diabetic patients (adjusted HR, 1.06 [0.77-1.46]), with a significant interaction (p-interaction=0.025). Conclusions: Between the underweight and normal weight groups, the association between the BMI and clinical outcomes was consistent regardless of the presence of diabetes. However, better outcomes in overweight to obese over normal weight were observed only in diabetic patients. These results suggest that the association between BMI and clinical outcomes may differ according to the diabetic status.

• Steel and Composite Structures
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• v.50 no.3
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• pp.281-298
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• 2024

Stainless steel bolts (SSB) are increasingly utilized in bolted steel connections due to their good mechanical performance and excellent corrosion resistance. Fire accidents, which commonly occur in engineering scenarios, pose a significant threat to the safety of steel frames. The post-fire behavior of SSB has a significant influence on the structural integrity of steel frames, and neglecting the effect of temperature can lead to serious accidents in engineering. Therefore, it is important to evaluate the performance of SSB at elevated temperatures and their residual strength after a fire incident. To investigate the mechanical behavior of SSB after fire, 114 bolts with grades A4-70 and A4-80, manufactured from 316L austenitic stainless steel, were subjected to elevated temperatures ranging from 20℃ to 1200℃. Two different cooling methods commonly employed in engineering, namely cooling at ambient temperatures (air cooling) and cooling in water (water cooling), were used to cool the bolts. Tensile tests were performed to examine the influence of elevated temperatures and cooling methods on the mechanical behavior of SSB. The results indicate that the temperature does not significantly affect the Young's modulus and the ultimate strength of SSB. Up to 500℃, the yield strength increases with temperature, but this trend reverses when the temperature exceeds 500℃. In contrast, the ultimate strain shows the opposite trend. The strain hardening exponent is not significantly influenced by the temperature until it reaches 500℃. The cooling methods employed have an insignificant impact on the performance of SSB. When compared to high-strength bolts, 316L austenitic SSB demonstrate superior fire resistance. Design models for the post-fire mechanical behavior of 316L austenitic SSB, encompassing parameters such as the elasticity modulus, yield strength, ultimate strength, ultimate strain, and strain hardening exponent, are proposed, and a more precise stress-strain model is recommended to predict the mechanical behavior of 316L austenitic SSB after a fire incident.

• Korean Journal of Radiology
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• v.23 no.10
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• pp.939-948
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• 2022

Objective: Evidence supports the efficacy of coronary computed tomography angiography (CCTA)-based risk scores in cardiovascular risk stratification of patients with suspected coronary artery disease (CAD). We aimed to compare two CCTA-based risk score algorithms, Leiden and Confirm scores, in patients with diabetes mellitus (DM) and suspected CAD. Materials and Methods: This single-center prospective cohort study consecutively included 1241 DM patients (54.1% male, 60.2 ± 10.4 years) referred for CCTA for suspected CAD in 2015-2017. Leiden and Confirm scores were calculated and stratified as < 5 (reference), 5-20, and > 20 for Leiden and < 14.3 (reference), 14.3-19.5, and > 19.5 for Confirm. Major adverse cardiovascular events (MACE) were defined as the composite outcomes of cardiovascular death, nonfatal myocardial infarction (MI), stroke, and unstable angina requiring hospitalization. The Cox model and Kaplan-Meier method were used to evaluate the effect size of the risk scores on MACE. The area under the curve (AUC) at the median follow-up time was also compared between score algorithms. Results: During a median follow-up of 31 months (interquartile range, 27.6-37.3 months), 131 of MACE were recorded, including 17 cardiovascular deaths, 28 nonfatal MIs, 64 unstable anginas requiring hospitalization, and 22 strokes. An incremental incidence of MACE was observed in both Leiden and Confirm scores, with an increase in the scores (log-rank p < 0.001). In the multivariable analysis, compared with Leiden score < 5, the hazard ratios for Leiden scores of 5-20 and > 20 were 2.37 (95% confidence interval [CI]: 1.53-3.69; p < 0.001) and 4.39 (95% CI: 2.40-8.01; p < 0.001), respectively, while the Confirm score did not demonstrate a statistically significant association with the risk of MACE. The Leiden score showed a greater AUC of 0.840 compared to 0.777 for the Confirm score (p < 0.001). Conclusion: CCTA-based risk score algorithms could be used as reliable cardiovascular risk predictors in patients with DM and suspected CAD, among which the Leiden score outperformed the Confirm score in predicting MACE.

• Steel and Composite Structures
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• v.50 no.6
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• pp.705-720
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• 2024

Analyzing the collapse behavior of thin-walled steel structures holds significant importance in ensuring their safety and longevity. Geometric imperfections present on the surface of metal materials can diminish both the durability and mechanical integrity of steel shells. These imperfections, encompassing local geometric irregularities and deformations such as holes, cavities, notches, and cracks localized in specific regions of the shell surface, play a pivotal role in the assessment. They can induce stress concentration within the structure, thereby influencing its susceptibility to buckling. The intricate relationship between the buckling behavior of these structures and such imperfections is multifaceted, contingent upon a variety of factors. The buckling analysis of thin-walled steel shell structures, similar to other steel structures, commonly involves the determination of crucial material properties, including elastic modulus, shear modulus, tensile strength, and fracture toughness. An established method involves the emulation of distributed geometric imperfections, utilizing real test specimen data as a basis. This approach allows for the accurate representation and assessment of the diversity and distribution of imperfections encountered in real-world scenarios. Utilizing defect data obtained from actual test samples enhances the model's realism and applicability. The sizes and configurations of these defects are employed as inputs in the modeling process, aiding in the prediction of structural behavior. It's worth noting that there is a dearth of experimental studies addressing the influence of geometric defects on the buckling behavior of cylindrical steel shells. In this particular study, samples featuring geometric imperfections were subjected to experimental buckling tests. These same samples were also modeled using Finite Element Analysis (FEM), with results corroborating the experimental findings. Furthermore, the initial geometrical imperfections were measured using digital image correlation (DIC) techniques. In this way, the response of the test specimens can be estimated accurately by applying the initial imperfections to FE models. After validation of the test results with FEA, a numerical parametric study was conducted to develop more generalized design recommendations for the stainless-steel shell structures with the initial geometric imperfection. While the load-carrying capacity of samples with perfect surfaces was up to 140 kN, the load-carrying capacity of samples with 4 mm defects was around 130 kN. Likewise, while the load carrying capacity of samples with 10 mm defects was around 125 kN, the load carrying capacity of samples with 14 mm defects was measured around 120 kN.