• Journal of the Korean Society for Advanced Composite Structures
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• v.3 no.1
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• pp.29-34
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• 2012

Even though the longitudinally stiffened laminated composite plates with closed section ribs should be an effective system for axially compressed members, the existing researches on the applications of closed-section ribs, especially for the laminated composite plates, are not sufficient. This study is aimed to examine the influence of the sectional stiffness of U-shaped ribs on the buckling modes and strengths of laminated composite plates. Applying the orthotropic plates with eight layers of the layup $[(0^{\circ})_4]_s$ and $[(0^{\circ}/90^{\circ})_2]_s$, 3-dimensional finite element models for the U-rib stiffened plates were setup by using ABAQUS and then a series of eigenvalue analyses were conducted. From the parametric studies, the minimum required ply thicknesses as well as the buckling strengths were presented for the analysis models. The buckling strengths were compared with the theoretical critical stress equation for simply supported plates based on the Classical laminated plate theory. This study will contribute to the future study for evaluating the minimum required stiffness and optimum design of U-rib stiffened plates.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.5
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• pp.542-550
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• 2020

The use of high-strength aluminum alloys for ships and of shore structures has many benefits compared to carbon steels. Recently, high-strength aluminum alloys have been widely used in onshore and of shore industries, and they are widely used for the side shell structures of special-purpose ships. Their use in box girders of bridge structures and in the topside of fixed platforms is also becoming more widespread. Use of aluminum material can reduce fuel consumption by reducing the weight of the composite material through a weight composition ratio of 1/3 compared to carbon steel. The characteristics of the stress strain relationship of an aluminum structure are quite different from those of a steel structure, because of the influence of the welding[process heat affected zone (HAZ). The HAZ of aluminum is much wider than that of steel owing to its higher heat conductivity. In this study, by considering the HAZ generated by metal insert gas (MIG) welding, the buckling and final strength characteristics of an aluminum reinforcing plate against longitudinal compression loads were analyzed. MIG welding reduces both the buckling and ultimate strength, and the energy dissipation rate after initial yielding is high in the range of the HAZ being 15 mm, and then the difference is small when HAZ being 25 mm or more. Therefore, it is important to review and analyze the influence of the HAZ to estimate the structural behavior of the stiffened plate to which the aluminum alloy material is applied.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.5
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• pp.531-542
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• 2017

The structural safety of small craft, such as steel ships and FRP ships, can be estimated using the measurement test of the hull plate thickness or the longitudinal bending strength test. A polyethylene boat is made using inexpensive HDPE and can be mass produced. The structural safety of a polyethylene boat cannot be guaranteed because a polyethylene boat hull is notspecified in the KR technical rules. The inspection procedure of sailing yachts and pleasure boats and drop test method of ISO standard 12215-5 propose the structural strength required for small crafts as the drop test height. Therefore, in this study, the drop test of a polyethylene boat hull was carried out based on the inspection procedure of a sailing yacht and pleasure boat and the drop test method of ISO standard 12215-5. The drop load was acquired by the drop acceleration ofa boat hull. Structural analysis and safety of a polyethylene boat were performed by the drop load and allowable stress criteria. The calculation results of the hull plate thickness by structural design specification of ISO standard 12215-5 showed that polyethylene boat hull was more than two times thicker than a steel ship hull and the boat hull determined by the inspection procedure of sailing yacht and pleasure boat and drop test method of ISO standard 12215-5 was more than 1.2 times thicker than the boat hull determined by structural design specification of ISO standard 12215-5. Therefore, inspection procedure of sailing yachts and pleasure boats and drop test method of ISO standard 12215-5 was much more conservative than the structural design specification of ISO standard 12215-5 and could be used as the structural design method of a polyethylene boat.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.14 no.6
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• pp.528-535
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• 2004

Ultrasonic Vibrator is designed to achieve the maximum vibration amplitude at 30 kHz by in-cluding a horn (diameter, 40 mm), mechanical vibration amplifier at the top of the ultrasonic vibrator in the system and making the complete system resonate. In addition, it is experimentally visualized by particle imaging velocimetry (PIV) that the acoustic streaming velocity in the gap is at maximum when the gap between the ultrasonic vibrator and stationary plate agrees with the multiples of half-wavelength of the ultrasonic wave. This fact results from the resonance of the sound wave and the theoretical analysis of that is also accomplished and verified by experiment. It is observed that the magnitude of the acoustic streaming dependent upon the gap between the ultrasonic vibrator and stationary plate possibly changes due to the measurement of the average velocity fields of the acoustic streaming induced by the ultrasonic vibration at resonance and non-resonance. There exists extremely small average velocity at non-resonant gaps while the relatively large average velocity exists at resonant gaps compared with non-resonant gaps. It also reveals that there should be larger axial turbulent intensity at the hub region of the vibrator and at the edge of it in the resonant gap where the air streaming velocity is maximized and the flow phenomena is conspicuous than that at the other region. Because the variation of the acoustic streaming velocity at resonant gap is more distinctive than that at non-resonant gap, shear stress increases more in the resonant gap and is also maximized at the center region of the vibrator except the local position of center (r〓0). At the non-resonant gap there should be low values of vorticity distribution, but in contrast to the non-resonant gap, high and negative values of it exist at the center region of the vibrator with respect to the radial direction and in the vicinity of the middle region with respect to the axial direction. Acoustic streaming is noise-free due to the ultrasonic vibration and maintenance-free because of the absence of moving parts. Moreover, the proposed method by acoustic streaming can be utilized to the nano and micro-electro mechanical systems as a driving mechanism in addition to the augmentation of the streaming velocity.

• Journal of Korean Society of Steel Construction
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• v.9 no.4 s.33
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• pp.543-555
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• 1997

Generally, in a steel-concrete composite gilder, the shear connector which was constructed between concrete deck and steel girder should have enough stiffness to behave as one body, because the conformity between plate and concrete deck is influences by the stiffness and spacing of the shear connectors. If the stiffness of shear connectors are insufficient, slip would happen at the contact surface. Partial interaction is the case that takes account of slips. In this paper, an easy method is presented to evaluate the stiffness or spacing of the shear connector according to the degree of imperfection without difficult calculations for a composite gilder with partial interaction. Also, the horizontal shearing force applied to the shear connector and the longitudinal axial force, which is occurs at contact surface between concrete deck and steel girder, have been presented in a simple influence line that is various to the parameters of sectional properties, degree of imperfection and applied load points. Furthermore, through the case study, it determined the relationships between the degree of imperfection and the follows 1) spring constants 2) axial force and horizontal shearing force 3) stress and neutral axis by using the partial differential equation based on Newmark's Partial Interaction Theory.

• Journal of Chest Surgery
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• v.22 no.6
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• pp.980-989
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• 1989

The Hancock porcine xenograft valves had been used in Seoul National University Hospital, mainly because of their antithrombogenicity despite of the predicted failure, from March 1976 to April 1984, and a total and consecutive 163 patients were retrospectively studied for late results with the special stress on the structural failure. The hospital mortality rate [within 30 days] was 6.1 %, and the 153 early survivors were followed up for a total of 822.9 patient-years [p-y][Mean * SD 5.38 * 3.02 years]. The linealized late mortality was 1.823%/p-y. Four major complications related to the Hancock valve were: 1.822% thromboembolism/p-y; 0.729 % bleeding/p-y; 0.972% endocarditis/p-y; 3.646% overall valve failure/p-y and 2.187 % primary tissue failure [PTF]/p-y. The actuarial survival rates at 5 and 10 years were 94.90 * 1.89% and 80.58 * 5.21 %; and the probabilities of freedom from thromboembolism at 5 and 10 years were 90.93 * 2.63% and 83.35 * 7.64 9o respectively. The probabilities from PTF at 5, 10 and 12 years were 98.02 * 1.39%, 60.62 * 8.89% and 49.60 * 12.34 %. One hundred-eighteen patients [72.4%] had single MVR [age, 34.0 * 10.9 years] with the operative mortality rate of 4.2%; and 113 early survivors were followed up for a total 616.4 patient-years[5.46 * 2.96 years]. The late mortality rate was 1.460 %/p-y. The major complications were: 1.622 % thromboembolism /p-y; 0.487% bleeding/p-y; 0.649 % endocarditis/p-y; 2.920% primary valve failure/p y and 1.785% PTF/p-y. The actuarial survival rates were 97.08 * 1.67%[at 5 years] and 81.27 * 6.64%[at 10 years], and the probabilities of freedom from thromboembolism 92.44 * 2.76 %[at 5 years] and 80.89 * 11.08%[at 10 years]. The probabilities of freedom from PTF at 5 and 10 years were 98 70 * 1.29% and 65.59 * 9.78% respectively. The mean age of 11 patients of PTF was 25.7 * 8.8 years and the valve extraction period 7.16 * 1.45 years. Failure of bioprosthetic xenograft valves are reportedly known to occur earlier in young patients in an accelerated fashion. The study with two groups divided into the cumulative younger and the cumulative older patients according to the age limits of 5-year interval strongly suggested these tendency. Although PTF began to occur past postoperative 5 years and the probabilities of freedom from PTF increased as the age limits raised and the number of patients increased in the cumulative younger patients while they decreased as the age limits lowered and the number of patients increased in the cumulative older patients, the definite age limits from which the Hancock valve can be safely recommended could not be obtained. From the results, the Hancock valves are contraindicated in patients younger than 20 to 25 years and may be safely recommended in patients older than 45 years as a tentative conclusion. Further longitudinal study may define these age factors.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.1
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• pp.147-157
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• 2018

The basis of capacity design has been explicitly or implicitly regulated in most bridge design specifications. It is to guarantee ductile failure of entire bridge system by preventing brittle failure of pier members and any other structural members until the columns provides fully enough plastic rotation capacity. Brittle shear is regarded as a mode of failure that should be avoided in reinforced concrete bridge pier design. To provide ductility behavior of column, the one of important factors is that flexural hinge of column must be detailed to ensure adequate and dependable shear strength and deformation capacity. Eight small scale circular reinforced concrete columns were tested under cyclic lateral load with 4.5 aspect ratio. The test variables are longitudinal steel ratio, transverse steel ratio, and axial load ratio. Eight flexurally dominated columns were tested. In all specimens, initial flexural-shear cracks occurred at 1.5% drift ratio. The multiple flexural-shear crack width and length gradually increased until the final stage. The angles of the major inclined cracks measured from the vertical column axis ranged between 42 and 48 degrees. In particular, this study focused on assessing transverse reinforcement contribution to the column shear strength. Transverse reinforcement contribution measured during test. Each three components of transverse reinforcement contribution, axial force contribution and concrete contribution were investigated and compared. It was assessed that the concrete stresses of all specimen were larger than stress limit of Korea Bridge Design Specifications.

• Journal of the Korea institute for structural maintenance and inspection
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• v.21 no.6
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• pp.1-9
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• 2017

Spiral reinforcement in a circular column plays an effective role in the ductile behavior of a column through position fixing and buckling restraining of the longitudinal reinforcement, and confining core-concrete. Each country has suggested the minimum volumetric ratio of spiral reinforcement in order to secure the ductility of concrete columns. The minimum volumetric ratio of spiral reinforcement suggested by ACI 318-14 and the national concrete structure design standard was developed based on the theory of Richard et al. (1928); furthermore it has been used until now. However, their theory cannot consider the effects of high strength concrete and high strength reinforcement, and arrangement condition of the spiral reinforcement. In this study, a modified minimum volumetric ratio equation is suggested, which is required to improve the ductility of reinforced concrete circular columns and to recover their stress. The modified minimum volumetric ratio equation suggested here considers the effect of the compressive strength of concrete, the yield strength of spiral reinforcement, the cross sectional area of columns, the pitch of spiral reinforcements and the diameter of spiral reinforcement. In this paper, the validity of the minimum volumetric ratios from ACI 318-14 and this study was investigated and compared based on the results of uniaxial compression experiment for specimens in which the material strength and the spiral reinforcements ratio were used as variables. In the end of the study, the modification method for the suggested equation was examined.

• Journal of Periodontal and Implant Science
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• v.24 no.1
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• pp.15-25
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• 1994

Keratinized ginigva has clinical singificance in periodontal health because it plays important roles in resistance to mechanical trauma, to penetration of bacteria, and to tensional stress by muscle attachment. In order to investigate the width change of anterior keratinized gingvial during transitional period, the width of kerainized gingiva on anterior teeth was measured annually in elementary school children with deciduous dentition until the successive anterior teeth were completely erupted. The distance from the gingival margin on mid-portion of crown to mucogingival junction was measured by Boley gauge(Hu-Friedy, U.S.A.) and was recorded as the width of keratinized gingiva. The difference of the width of keratinized gingiva according to sex and dentition was analyzed statistically by Student t-test. Following results were obtained : 1. In deciduous dentition, it was shown that the width of keratinized gingiva on maxillary central incisors($3.28{\pm}0.83mm$) was the widest(p<0.01), and that on maxillary lateral incisors, mandibular central and lateral incisors was $2.69{\pm}0.86mm$, $2.51{\pm}0.71mm$, $2.43{\pm}0.68mm$, respectively. 2. In mixed dentition, it was shown that the width of keratinized gingiva on maxillary central incisors ($5.10{\pm}0.86$) was the widest(p<0.01), and that on maxillary lateral incisors, mandibular central and lateral incisors was $4.35{\pm}0.83mm$, $3.51{\pm}0.60mm$, $3.57{\pm}0.66mm$, respectively. 3. The width of anterior keratinized gingiva was significantly increased after the successive anterior teeth were completely erupted(p<0.001). The width of keratinized gingiva on maxillary central and lateral incisors, and mandibular central and lateral incisors was increased by $1.82{\pm}0.83mm$, $1.65{\pm}0.69mm$, $0.99{\pm}0.39mm$, and $1.14{\pm}0.98mm$, respectively. 4. There was no statistical significance in the difference of the width of anterior keratinized gingiva between male and female(p>0.05).

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.2
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• pp.821-831
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• 2013

As a result of recent research, it is reported that the periodic replacements criterion of rails is able to extend as grinding rail surface and using the continuous welded rail (CWR). In this study, we carried out fatigue tests on existing laid rails. Based on the test results, an S-N curve expressing the remaining life of laid rails at a fracture probability of 50% was obtained using weighted probit analysis suitable for small-sample fatigue data sets. As rails used for testing had different histories in terms of accumulated tonnage, the test data were corrected to average out the accumulated tonnage. We estimated the remaining service lives for laid rails on the urban railway using equations developed in the past to estimate rail base bending stress and that surface irregularities into consideration. Therefore, estimating the remaining service life of laid rails showed that the rail replacement period could be extended over 200 MGT, although it is necessary to remove longitudinal rail surface irregularities at welds by grinding. Also, the fatigue test results under fatigue limit, Haibach's rule appling half slope of S-N curve under the fatigue limit was considered more reasonable than modified Miner's rule for estimating rail fatigue life.