• Journal of Auto-vehicle Safety Association
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• v.15 no.2
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• pp.35-41
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• 2023

On December 19, 2015, as Article 29-3 (Installation of Accident Recording Devices and Provision of Information) of Motor Vehicle Management Act came into force, In Korea, the EDR (Event Data Recorder) reports are often used for the analysis of various traffic accident cases such as multiple collisions, traffic insurance crimes, and sudden unintended acceleration (SUA), and the others. So many investigators have analyzed the driver's behavior and vehicle situation by comparing the time zero in the EDR report to the actual crash time in dash-cam (or CCTV). Time zero (T0) is defined as the reference time for the record interval or time interval when recording an accident in Article 56-2, Enforcement rule of Performance and Standard for Automobile and Automotive parts. Also in the EDR report, time zero (T0) is defined as whichever of the following occurs first; 1. "wake-up" by an air-bag control system, 2. Continuously running algorithms (by monitoring of longitudinal or lateral delta-V), 3. Deployment of a non-reversible deployment restraint. We have already proposed the "Flowchart & Checklist" to adopt the EDR report for traffic accident investigation and the necessity of specialized institutions or courses to systematically educate or analyze the EDR data. Therefore, in this paper, we report to traffic accident investigators notable points and analysis methods based on some real-world traffic accidents that can be misjudged in specifying time zero (T0).

• Geomechanics and Engineering
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• v.38 no.6
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• pp.553-569
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• 2024

In recent tunneling projects, encounters with multi-layered strata have become more frequent as the desired scale of tunneling increases. Despite substantial practical experience, the design of large-diameter shield-driven tunnels often simplifies the surrounding ground as uniform, overlooking the complexities introduced by non-uniform geotechnical factors. This study comparatively analyzed the influence of design factors, particularly segment stiffness and joint parameters, on segmental lining behavior in layered ground conditions using numerical methods. A comprehensive parametric study revealed the significant impact of deformative interaction between the lining and the soft top soil layer on overall tunnel behavior. Permitting lining deformation in the soft soil layer effectively mitigated the induced internal forces but resulted in considerable tunnel lining convergence, adopting a peanut-shaped appearance. From a practical design perspective, application of a soft segment with lower stiffness near the stiff soil layer is an economically advantageous approach, alleviating internal forces within an acceptable convergence level. Notably, around the interfaces between soil layers with different stiffnesses, the induced internal forces in the lining were minimized based on joint rotational stiffness and location. This indicates the possibility of achieving an optimal design for segmental lining joints under layered ground conditions. Additionally, a preliminary design method was proposed, which sequentially optimizes parameters for joints located near soil layer interfaces. Subsequently, a specialized design based on the proposed method for complex multi-layered strata was compared with a conventional design. The results confirmed that the internal force was effectively relieved at an allowable lining deflection level.

• Korean Journal of Agricultural Science
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• v.13 no.1
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• pp.113-122
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• 1986

In order to promote mechanization of corn harvesting in Korea, this study was conducted to find out the effect of moisture content on compressive properties such as force, deformation, energy and modulus of stiffness to the bioyield and the rupture point for Korean corn kernel. In this study, the loading positions of corn were flat, edge, longitude and the moisture contents were about 13, 17, 21, 25% in wet basis. The compression test was carreied out with flat plate by use of dynamic straingage for three varieties of Korean corn under quasi-static force when the loading rate was 1.125mm/min. The results of this study are summarized as follows; 1. When the moisture content of corn ranged from 12.5 to 24.5 percent, at flat position, the bioyied force was in the range of 13.63-26.73 kg and the maximum compressive strength was in the range of 21.55-47.65kg. Their values were reached minimum at about 17% and maximum at about 21% moisture content. The bioyield force was in the range of 13.58-6.70kg at edge position and the maximum compressive strength which was 16.42 to 7.82kg at edge position was lower than that which was 18.55-9.05kg at longitudinal position. 2. Deformation of corn varied from 0.43 to 1.37 mm at bioyield point and from 0.70 to 2.66mm at rupture point between 12.5 to 24.5% moisture content. As the moisture content increased, deformation was increased. 3. The moduli of resilience and toughness of corn ranged from 2.60 to 8.57kg. mm and from 6.41 to 34.36kg. mm when the moisture content ranged from 12.5 to 24.5 percent, respectively. As the moisture content increased, the modulus of toughness was increased at edge position and decreased at longitudinal position. And their values were equal each other at 22-23% moisture content. 4. The modulus of stiffness was decreased with increase in the moisture content. Its values ranged from 32.07 to 5.86 kg/mm at edge position and from 42.12 to 18.68kg/mm at flat position, respectively. Also, the values of Suweon 19 were higher than those of Buyeo. 5. It was considered that the compressive properties of corn at flat position were more important on the design data for corn harvesting and processing machinery than those of edge or longitudinal position. Also, grinding energy would be minimized when a corn was processed between about 12.5 to 17% moisture content and corn damage would be reduced when a corn was handled between about 19 to 24% moisture content in wet basis.

• Journal of Korean Society of Steel Construction
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• v.17 no.5 s.78
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• pp.519-526
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• 2005

During summer, very high compressive force occurs on the continuous welded rail (CWR) track because of the increase of rail temperature (max. $60^{\circ}C$). This extreme temperature stress can cause the CWR track to buckle. Among many CWR parameters affecting the track buckling, the influence of the lateral and longitudinal ballast resistance was investigated on the stability of the CWR track in this study. Also, the sensitivity of the track irregularity such as the alignment defect and the gauge irregularity was investigated.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1248-1253
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• 2011

It is increasing construction of long span railway bridge with concrete track system for speed up of railway and efficient maintenance of track. As the sleeper of the concrete track system layed on a bridge is fixed on deck of the bridge, the displacement of the sleeper and deck is same. Therefore, the spacing between two sleeper installed at the end of the adjacent deck near the expansion joint of bridge becomes vary according to the longitudinal expansion of a deck by temperature change. By the way, if the spacing of sleepers become increase excessively, it causes large bending stress of in a rail, and it can leads failure or reduction of fatigue life of the rail. Further more, the excessive displacement of the rail may induce decrease ride comfort as well as corrugation of rail surface. Therefore, it is required to determine the allowable maximum sleeper spacing to prevent such problems. For the purpose, investigation on the influence factor on sleeper spacing for straight track was carried out. Variation of bending moment in a rail, wheel force, and the ratio of primary and secondary deflection of the rail according to sleeper spacing was investigated, and, as a result, the maximum allowable sleeper spacing at the bridge expansion joint was suggested.

• Structural Engineering and Mechanics
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• v.25 no.5
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• pp.501-518
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• 2007

In this work, a new approach is developed for dynamic analysis of a composite beam with an interply crack, based on finite element solution of partial differential equations with the use of the COMSOL Multiphysics package, allowing for fast and simple change of geometric characteristics of the delaminated area. The use of COMSOL Multiphysics package facilitates automatic mesh generation, which is needed if the problem has to be solved many times with different crack lengths. In the model, a physically impossible interpenetration of the crack faces is prevented by imposing a special constraint, leading to taking account of a force of contact interaction of the crack faces and to nonlinearity of the formulated boundary value problem. The model is based on the first order shear deformation theory, i.e., the longitudinal displacement is assumed to vary linearly through the beam's thickness. The shear deformation and rotary inertia terms are included into the formulation, to achieve better accuracy. Nonlinear partial differential equations of motion with boundary conditions are developed and written in the format acceptable by the COMSOL Multiphysics package. An example problem of a clamped-free beam with a piezoelectric actuator is considered, and its finite element solution is obtained. A noticeable difference of forced vibrations of the delaminated and undelaminated beams due to the contact interaction of the crack's faces is predicted by the developed model.

• Journal of the Society of Naval Architects of Korea
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• v.49 no.2
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• pp.174-181
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• 2012

In this paper, the Flow Control Fin(FCF) optimization has been carried out using computational fluid dynamics(CFD) techniques. This study focused on evaluation for the performance of the FCF attached in the stern part of the ship. The main advantage of FCF is to enhance the resistance performance through the lift generation with a forward force component on the foil section, and the propulsive performance by the uniformity of velocity distribution on the propeller plane. This study intended to evaluate these functions and to find optimized FCF form for minimizing viscous resistance and equalizing wake distribution. Four parameters of FCF are used in the study, which were angle and position of FCF, longitudinal location, transverse location, and span length in the optimization process. KRISO 300K VLCC2(KVLCC2) was chosen for an example ship to demonstrate FCF for optimization. The optimization procedure utilized genetic algorithms (GAs), a gradient-based optimizer for the refinement of the solution, and Non-dominated Sorting GA-II(NSGA-II) for Multiobjective Optimization. The results showed that the optimized FCF could enhance the uniformity of wake distribution at the expense of viscous resistance.

• International Journal of Concrete Structures and Materials
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• v.18 no.2E
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• pp.79-87
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• 2006

The main objective of this research is to examine the behavior of high-strength concrete(HSC) columns. Eight test columns in one-third scale were tested under the conditions of cyclic lateral force and a constant axial load equal to 30% of the column axial load capacity. The $200{\times}200mm$ square columns were reinforced with eight DB bars constituting a longitudinal steel ratio of 2.54% of the column cross-sectional area. The main experimental parameters were volumetric ratio of transverse reinforcement(${\rho}_s$=1.58, 2.25 percent), tie configuration(Type H, Type C, Type D) and tie yield strength($f_{yh}$=548.8 and 779.1 MPa). It was found that the hysteretic behaviour and ultimate deformability of HSC columns were influenced by the amount and details of transverse reinforcement in the potential plastic hinge regions. Columns of transverse reinforcement in the amount 42 percent higher than that required by seismic provisions of ACI 318-02 showed ductile behavior. At 30% of the axial load capacity, it is recommended that the yield strength of transverse reinforcement be held equal to or below 548.8 MPa. Correlations between the calculated damage index and the damage progress are proposed.

• Transactions of the Korean Society of Mechanical Engineers
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• v.15 no.2
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• pp.693-702
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• 1991

The existence of residual stress in the circumferential butt welded pipes is one of the most important problems concerning stress corrosion cracking in service. In this paper, the residual stress distributions in three kinds of circumferential butt welded pipes were measured by the hole drilling strain gage method and calculation using finite element method is performed and its results are compared with the experiments. At the inner surface of the pipe region near the center line of welding is under high tensile residual stress. However, as the distance from the center line of welding increases, the tensile component decreases and finally becomes compressive residual stress at region far away from the center line of welding. The longitudinal residual stress at the outer surface is compressive regardless of the diameter of pipe and the circumferential stress is changed rom compressive to tensile as pipe diameter increases. The results also demonstrate that the residual stress is mainly caused by self restraint bending force in the pipe welding.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2007.11a
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• pp.415-420
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• 2007

The objective of this study analyzes the influence of shimmy & shake phenomena due to tire design parameters which are RFV(radial force variation), DB(dynamic balance), RRO(radial run out) and air pressure. These parameters are inspection items for Q.C. after tires are manufactured. In order to analyze these parameters on this study, vehicle driving tests were achieved. The test modes are two type which are constant speed and coast-down driving. On this tests the dynamic characteristics of shimmy & shake are measured by the 3-axises accelerometers at the various positions that are knuckle(left & right), rack pinion, seat and steering wheel. In according to analyzed results, the longitudinal vibration of knuckle parts affects the lateral vibration of rack pinion and this vibration affects the lateral vibration of steering wheel that is the shimmy phenomena. Also the over and under DB by comparison with normal DB and the increment of RRO affect the occurrence of shimmy & shake phenomena.