• The Journal of the Acoustical Society of Korea
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• v.28 no.3
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• pp.290-297
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• 2009

This paper presents an improved adaptive multi-rate wideband (AMR-WB) algorithm for the efficient Text-To-Speech (TTS) database compression. The proposed algorithm includes unnecessary common bit-stream (CBS) removal and parameter delta coding combined with speaker-dependent huffman coding to reduce the required bit-rate without any quality degradation. We also propose lossy coding schemes to produce the maximum bit-rate reduction with negligible quality degradation. The proposed lossless algorithm including CBS removal can reduce bit-rate by 12.40% without quality degradation compared with the 12.65 kbps AMR-WB mode. The proposed lossy algorithm can reduce bit-rate by 20.00% with 0.12 PESQ degradation.

• Steel and Composite Structures
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• v.51 no.1
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• pp.73-91
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• 2024

This paper has focused on presenting vibration analysis of trapezoidal sandwich plates with a damaged core and FG wavy CNT-reinforced face sheets. A damage model is introduced to provide an analytical description of an irreversible rheological process that causes the decay of the mechanical properties, in terms of engineering constants. An isotropic damage is considered for the core of the sandwich structure. The classical theory concerning the mechanical efficiency of a matrix embedding finite length fibers has been modified by introducing the tube-to-tube random contact, which explicitly accounts for the progressive reduction of the tubes' effective aspect ratio as the filler content increases. The First-order shear deformation theory of plate is utilized to establish governing partial differential equations and boundary conditions for the trapezoidal plate. The governing equations together with related boundary conditions are discretized using a mapping-generalized differential quadrature (GDQ) method in spatial domain. Then natural frequencies of the trapezoidal sandwich plates are obtained using GDQ method. Validity of the current study is evaluated by comparing its numerical results with those available in the literature. After demonstrating the convergence and accuracy of the method, different parametric studies for laminated trapezoidal structure including carbon nanotubes waviness (0≤w≤1), CNT aspect ratio (0≤AR≤4000), face sheet to core thickness ratio (0.1 ≤ ${\frac{h_f}{h_c}}$ ≤ 0.5), trapezoidal side angles (30° ≤ α, β ≤ 90°) and damaged parameter (0 ≤ D < 1) are carried out. It is explicated that the damaged core and weight fraction, carbon nanotubes (CNTs) waviness and CNT aspect ratio can significantly affect the vibrational behavior of the sandwich structure. Results show that by increasing the values of waviness index (w), normalized natural frequency of the structure decreases, and the straight CNT (w=0) gives the highest frequency. For an overall comprehension on vibration of laminated trapezoidal plates, some selected vibration mode shapes were graphically represented in this study.

• Wind and Structures
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• v.38 no.6
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• pp.427-443
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• 2024

By using a computational program of three-dimensional aerostatic and aerodynamic stability analysis of long-span bridges under skew wind, the dynamic characteristics and structural stability(including the aerostatic and aerodynamic stability) of a three-tower cable-stayed-suspension hybrid bridge with main span of 1 400 meters are investigated numerically under skew wind, and the skew wind and aerostatic effects on the aerostatic and aerodynamic stability of three-tower cable-stayedsuspension hybrid bridge are ascertained. The results show that the three-tower cable-stayed-suspension hybrid bridge is a longspan structure with greater flexibility, and it is more susceptible to the wind action. The aerostatic instability of three-tower cable-stayed-suspension hybrid bridges is characterized by the coupling of vertical bending and torsion of the girder, and the skew wind does not affect the aerostatic instability mode. The skew wind has positive or negative effects on the aerostatic stability of the bridge, the influence is between -5.38% and 4.64%, and in most cases, it reduces the aerostatic stability of the bridge. With the increase of wind yaw angle, the critical wind speed of aerostatic instability does not vary as the cosine rule as proposed by the skew wind decomposition method, the skew wind decomposition method may overestimate the aerostatic stability, and the maximum overestimation is 16.7%. The flutter critical wind speed fluctuates with the increase of wind yaw angle, and it may reach to the minimum value under the skew wind. The skew wind has limited effect on the aerodynamic stability of three-tower cable-stayed-suspension hybrid bridge, however the aerostatic effect significantly reduces the aerodynamic stability of the bridge under skew wind, the reduction is between 3.66% and 21.86%, with an overall average drop of 11.59%. The combined effect of skew and static winds further reduces the critical flutter wind speed, the decrease is between 7.91% and 19.37%, with an overall average decrease of 11.85%. Therefore, the effects of skew and static winds must be comprehensively considered in the aerostatic and aerodynamic stability analysis of three-tower cable-stayed-suspension hybrid bridges.

• Steel and Composite Structures
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• v.52 no.2
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• pp.121-134
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• 2024

To investigate the compressive behavior of partially encased recycled aggregate concrete (PERAC) stub columns after exposed to elevated temperatures, 22 specimens were tested. The maximum temperature suffered, the replacement ratio of recycled coarse aggregate (RCA), the endurance time and the spacing between links were considered as the main parameters. It was found that the failure mode of post-heated PERAC columns generally matched that of traditional partially encased composite (PEC) columns, but the flange of specimens appeared premature buckling after undergoing the temperature of 400℃ and above. Additionally, the ultimate strength and ductility of the specimens deteriorated with the elevated temperatures and extended heating time. When 400℃< T ≤ 600℃, the strength reduction range is the largest, about 11% ~ 17%. The higher the replacement ratio of RCA, the lower the ultimate strength of specimens. At the temperature of 600℃, the ultimate strength of specimens with the RCA replacement ratio of 50% and 100% is 0.94 and 0.91 times than that of specimens without RCA, respectively. But the specimen with 50% replacement ratio of RCA showed the best ductility performance. And the bearing capacity and ductility of PERAC stub columns were changed for the better due to the application of links. When the RCA replacement ratio is 100%, the ultimate strength of specimens with the link spacing of 100 mm and 50 mm increased 14% and 25% than that of the specimen without links, respectively. Based on the results above, a formula for calculating the ultimate strength of PERAC stub columns after exposure to high temperatures was proposed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.572-580
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• 2019

In view of the numerous discussions on global environmental issues, policies have been implemented to limit emissions in the field of marine transport, which accounts for a major part of international trade. In this study, a ship's emissions were calculated by applying the engine load factor to determine the total quantity of emissions based on the ship's speed reduction. For ships entering and leaving the Busan North Port from 1 January to 31 December 2017, emissions were calculated and analyzed based on the ship's type and its speed in the reduced speed zone (RSZ), which was set to 20 nautical miles. The comparison of the total amount of emissions under all situations, such as cruising, maneuvering, and hotelling modes revealed that the vessels that generated the most emissions were container ships at 76.1 %, general cargo ships at 7.2 %, and passenger ships at 6.8 %. In the cruising and maneuvering modes, general cargo ships discharged a lesser amount of emission in comparison with passenger ships; however, in the hotelling mode, the general cargo ships discharged a larger amount of emission than passenger ships. The total emissions of nitrogen oxides (NOx), sulphur oxides (SOx), particulate matter (PM), and volatile organic compounds (VOC), were 49.4 %, 45 %, 4 %, and 1.6 %, respectively. Furthermore, the amounts of emission were compared when ships navigated at their average service speed, 12, 10, and 8 knots in the RSZ, respectively. At 12 knots, the reduction in emissions was more than that of the ships navigating at their average service speed by 39 % in NOx, 40 % in VOC, 42 % in PM, and 38 % in Sox. At 10 knots, the emission reductions were 52 %, 54 %, 56 %, and 50 % in NOx, VOC, PM, and Sox, respectively. At 8 knots, the emission reductions were 62 %, 64 %, 67 %, and 59 % in NOx, VOC, PM, and Sox, respectively. As a result, the emissions were ef ectively reduced when there was a reduction in the ship's speed. Therefore, it is necessary to consider limiting the speed of ships entering and leaving the port to decrease the total quantity of emissions.

• The korean journal of orthodontics
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• v.27 no.5 s.64
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• pp.771-779
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• 1997

The purpose of this in vitro study was to evaluate the effects of different acid etching times on the enamel surface morphology, shear bond strength and debonding failure mode of orthodontic attachment. Ninety six extracted human mandibular premolars were divided into eight groups of twelve teeth. The buccal surfaces were etched with $37\%$, phosphoric acid for 5, 10, 15, 30, 45, 60, 90 and 120 seconds, respectively. Two teeth from each group were used for scanning electron microscope examination. On the etched buccal surfaces of remaining teeth, orthodontic attachments(lingual buttons) were bonded with light cured orthodontic adhesive. Twenty foot hours after bonding, a Instron universal testing machine was used to determine shear bond strength of orthodontic attachment to enamel. After debonding, bases of orthodontic attachments and enamel surfaces were examined under stereoscopic microscope to determine failure mode. Statistical analysis of the data was carried out with one nay ANOVA and Duncan's multiple range test The results were as follows; 1. There was no statistically significant difference in shear bond strengths between the various etching times(p<0.05). 2. The failure modes of orthodontic attachments had some differences. In 5, 10 and 15 seconds etching groups, the percentage of adhesive/enamel interface failure was higher than that of adhesive/attachment interface failure. On the contrary, in 30, 45, 60, 90 and 120 seconds etching groups, the results were reversed. 3. The etching patterns of enamel surfaces had a great variation. So, we could not find any correlation between etching pattern and bond strength. 4. The findings in this study indicate that in vitro reduction of the etching me to 5 seconds maintains clinically acceptable bond strength. However, further study is required to determine the cause of failure mode in 5, 10 and 15 seconds groups.

• Journal of the korean academy of Pediatric Dentistry
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• v.32 no.2
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• pp.312-320
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• 2005

The purpose of this study was to evaluate the polymerization contraction and the microhardness of compostie resin($Supreme^{(R)}$, Filtek $Flow^{(R)}$, 3M-ESPE, USA) according to irradiation modes of LED curing unit(Elipar $Freelight^{(R)}$, 3M-ESPE, USA). The strain guage method was used for determination of polymerization contraction. Sample were divided by 6 groups according to curing modes and filling method. Group A: $Supreme^{(R)}$, Filtek $Flow^{(R)}$ lining, 10seconds curing, Group B: $Supreme^{(R)}$, Filtek $Flow^{(R)}$ lining, 15seconds curing, Group C: $Supreme^{(R)}$, Filtek $Flow^{(R)}$ lining, 15seconds soft start curing, Group D: $Supreme^{(R)}$ only, 10seconds curing, Group E: $Supreme^{(R)}$ only, 15seconds curing, Group F: $Supreme^{(R)}$ only, 15seconds soft start curing. Preparations of acrylic molds were followed by filling and curing. Strain guage attached to each sample were connected to a strainmeter. Measurements were recorded at each second for the total of 10 minutes including the periods of light application. And microhardness of each group after 24hours from light irradiation were measured. Obtained data were analyzed statistically using Repeated measures ANOVA and Tukey test. The results of the present study are as follows: 1. In flowable resin liner group, soft start curing group was not found decrease of polymerization contraction. But, In Supreme only filling group, the lowest polymeriation contraction was found in soft start curing group. 2. 10 seconds curing group showed statistically significant reduction of polymerization contraction compared with 15 seconds curing group(p<0.05). 3. The microhardness values of each group not revealed significant difference(p>0.05). But, lower surface microhardness was not reached 80% of upper surface microhardness.

• Journal of the Korean Applied Science and Technology
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• v.35 no.4
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• pp.1108-1119
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• 2018

As the interest on the air pollution is gradually rising at home and abroad, automotive and fuel researchers have been studied on the exhaust and greenhouse gas emission reduction from vehicles through a lot of approaches, which consist of new engine design, innovative after-treatment systems, using clean (eco-friendly alternative) fuels and fuel quality improvement. This research has brought forward two main issues : exhaust emissions (regulated and non-regulated emissions, PM particle matter) and greenhouse gases of vehicle. Exhaust emissions and greenhouse gases of automotive had many problem such as the cause of ambient pollution, health effects. In order to reduce these emissions, many countries are regulating new exhaust gas test modes. Worldwide harmonized light-duty vehicle test procedure (WLTP) for emission certification has been developed in WP.29 forum in UNECE since 2007. This test procedure was applied to domestic light duty diesel vehicles at the same time as Europe. The air pollutant emissions from light-duty vehicles are regulated by the weight per distance, which the driving cycles can affect the results. Exhaust emissions of vehicle varies substantially based on climate conditions, and driving habits. Extreme outside temperatures tend to increasing the emissions, because more fuel must be used to heat or cool the cabin. Also, high driving speeds increases the emissions because of the energy required to overcome increased drag. Compared with gradual vehicle acceleration, rapid vehicle acceleration increases the emissions. Additional devices (air-conditioner and heater) and road inclines also increases the emissions. In this study, three light-duty vehicles were tested with WLTP, NEDC, and FTP-75, which are used to regulate the emissions of light-duty vehicles, and how much emissions can be affected by different driving cycles. The emissions gas have not shown statistically meaningful difference. The maximum emission gas have been found in low speed phase of WLTP which is mainly caused by cooled engine conditions. The amount of emission gas in cooled engine condition is much different as test vehicles. It means different technical solution requires in this aspect to cope with WLTP driving cycle.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.4
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• pp.327-339
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• 2022

The purpose of this study is to present the effective smoke control flow rate and mode for securing safety through quantitative risk assessment according to the smoke control flow rate and mode (supply or exhaust) of the platform when a train fire occurs at the subway platform. To this end, a fire outbreak scenario was created using a side platform with a central staircase as a model and fire analysis was performed for each scenario to compare and analyze fire propagation characteristics and ASET, evacuation analysis was performed to predict the number of deaths. In addition, a fire accident rate (F)/number of deaths (N) diagram (F/N diagram) was prepared for each scenario to compare and evaluate the risk according to the smoke control flow rate and mode. In the ASET analysis of harmful factors, carbon monoxide, temperature, and visible distance determined by performance-oriented design methods and standards for firefighting facilities, the effect of visible distance is the largest, In the case where the delay in entering the platform of the fire train was not taken into account, the ASET was analyzed to be about 800 seconds when the air flow rate was 4 × 833 m³/min. The estimated number of deaths varies greatly depending on the location of the vehicle of fire train, In the case of a fire occurring in a vehicle adjacent to the stairs, it is shown that the increase is up to three times that of the vehicle in the lead. In addition, when the smoke control flow rate increases, the number of fatalities decreases, and the reduction rate of the air supply method rather than the exhaust method increases. When the supply flow rate is 4 × 833 m³/min, the expected number of deaths is reduced to 13% compared to the case where ventilation is not performed. As a result of the risk assessment, it is found that the current social risk assessment criteria are satisfied when smoke control is performed, and the number of deaths is the flow rate 4 × 833 m³/min when smoke control is performed at 29.9 people in 10,000 year, It was analyzed that it decreased to 4.36 people.

• Journal of the Korean Society of Radiology
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• v.17 no.6
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• pp.903-909
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• 2023

The purpose of this study is to compare and analyze the effect of changes in the patient's central position on the exposure dose and image quality of surrounding organs during a chest lateral examination using an Auto Exposure Control(AEC). The experiment was conducted on a human body phantom. A needle was attached to the lower part of the center of the coronal plane of the phantom, and a lead ruler was attached to the lower part of the detector so that the 50 cm point was located at the lower center of the AEC ion chamber. The exposure conditions were 125 kVp, 320 mA, the distance between the source and the image receptor was 180 cm, and the exposure field size was 14 × 17 inches. Only one AEC ion chamber was used at the bottom center, and the density was set to '0' and sensitivity to 'Middle', and the central X-ray was incident vertically toward the 6th thoracic vertebra. With AEC mode applied, the 50 cm point of the needle and lead ruler were aligned and the phantom was moved 5 cm toward the stomach (F5) and 5 cm toward the back (B5), and the dose factor was analyzed by measuring ESD. The ESD of the thyroid gland according to the change in patient center position was 232.60±2.20 μGy for Center, 231.22±1.53 μGy for F5, and 184.37±1.19 μGy for B5, and the ESD of the breast was 288.54±3.03 μGy for Center, F5 was 260.97±1.93 μGy, B5 was 229.80±1.62 μGy, and the ESD of the center of the lung was 337.02±3.25 μGy for Center, F5 was 336.09±2.29 μGy, and B5 was 261.76±1.68 μGy. As a result of comparing the average values of dose factors between each group, the difference in average values was statistically significant (p<0.01), and each group appeared to be independent. As a result of the study, there was no significant difference in the dose to the thyroid, breast, and center of the lung according to the change in the patient's central position, except for the breast (10%) when the patient moved forward about 5 cm. However, movement of about 5 cm posteriorly resulted in an average dose reduction of 23.7%. Additionally, when the patient's central position was moved to the rear, image quality deteriorated.