• Journal of Korean Tunnelling and Underground Space Association
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• v.16 no.1
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• pp.63-74
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• 2014

The lining of shield TBM tunnel is composed of segments, therefore segment joints are induced by connecting each segment. Segment joint is considered as joint stiffness in the design of TBM tunnel. Depending on the choice among the different stiffness equations, the joint stiffness values determined can be varied largely. Therefore, the influence of joint stiffness value on the design of segment lining should be verified. In this study, the joint stiffness values were determined firstly by using various equations and total change boundary was justified. Within the change boundary determined, the member forces were calculated by changing the joint stiffness through the numerical analysis and consequently the stability of segment lining was investigated by applying nominal strength. The results showed that the segment joint stiffness did not affect the design of segment lining largely.

• Journal of Korean Tunnelling and Underground Space Association
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• v.23 no.2
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• pp.93-106
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• 2021

In general, segment lining tunnel refers to a tunnel formed by connecting precast concrete segments as a ring and connecting such rings to each other in the longitudinal direction of the tunnel. As the structural properties of the segment lining is highly dependent on the behavior of the segment joints, thus correct modelling of joint behavior is crucial to understand and design the segment tunnel lining. When the tunnel is subjected to ground loads, the segment joint behaves like a hinge that resists rotation, and when the induced moment exceeds a certain limit of the rotation then it may enter into non-linear field. In understanding the effect of the segment joint on the lining behavior, a moment-rotation relationship of the segment joint was explored based on the Japanese practice and Janssen's approach commonly used in the actual design. This study also presents a method to determine the rotational stiffness of joint refer to the bearing strength. The rotation of the segment joint was estimated in virtual design conditions based on the existing models and the proposed method. And the sectional force of the segment lining and joint were calculated along with the estimated rotation. As the rotation at the segment joint increases, the joint contact area decreases, so the designer have to verify the segment joint for bearing strength as well. This paper suggests a consistent method to determine the rotational stiffness and bearing strength of joints.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2007.04a
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• pp.757-762
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• 2007

The lining segment which is the main structure of the shield tunnel consists of joints, not continua. Past international and domestic design data have been commonly used for design practices without specific verification about the structural analysis model, design load, and affection of the soil constant of the lining segment. In this study, the propriety is estimated through the comparison between analytical solution and numerical solution for segment analysis and design models of the shield tunnel which is being used internationally and domestically. As a result, the full. circumferential beam jointed spring model (1R-S0) is suggested by considering aspects of convenient use, application to field condition, and accuracy of analysis result. With suggested model, the parameter analysis was conducted for joint stiffness, ground rigidity, joint distribution, and joint number.

• Journal of Korean Institute of Industrial Engineers
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• v.25 no.3
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• pp.393-403
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• 1999

In this research, a reach posture prediction based on a two-segment trunk model was made. Recently, reach posture prediction models have used inverse kinematics to provide a single posture that a person naturally takes, with a single segment trunk model that had some shortcomings. A two-segment trunk model was first developed with two links; pelvis link and lumbar-thoracic link. The former refers to the link from the hip joint to L5/S1 joint while the latter does the link from L5/S1 to the shoulder joint. Second, a reach prediction model was developed using the two-segment trunk model. As a result, more reliable equations for two-segment trunk motion were obtained, and the lean direction which refers to the movement direction of the trunk was not found to have a significant effect on the two-segment trunk motion. The results also showed that the hip joint is more preferred over L5/S1 to serve as a reference point for trunk models and the reach prediction model being developed predicted the real posture accurately.

• Structural Engineering and Mechanics
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• v.45 no.3
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• pp.337-354
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• 2013

For shield TBM (Tunnel Boring Machine) tunnel lining, the segment joint is the most critical component for determining the mechanical response of the complete lining ring. To investigate the mechanical behavior of the segment joint in a water conveyance tunnel, which is different from the vehicle tunnel because of the external loads and the high internal water pressure during the tunnel's service life, full-scale joint tests were conducted. The main advantage of the joint tests over previous ones was the definiteness of the loads applied to the joints using a unique testing facility and the acquisition of the mechanical behavior of actual joints. Furthermore, based on the test results and the theoretical analysis, a mechanical model of segment joints has been proposed, which consists of all important influencing factors, including the elastic-plastic behavior of concrete, the pre-tightening force of the bolts and the deformations of all joint components, i.e., concrete blocks, bolts and cast iron panels. Finally, the proposed mechanical model of segment joints has been verified by the aforementioned full-scale joint tests.

• Journal of Korean Tunnelling and Underground Space Association
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• v.17 no.3
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• pp.363-382
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• 2015

This paper presents a numerical study on the effect of segment assembly characteristics on the TBM segmental lining member section forces. Analyses have been carried out through the two-ring beam finite element model by Midas civil 2012+. TBM segment lining member forces are determined by various joint characteristics. In this study, the segmental member forces were investigated with various joint number and orientation at fixed values of joint stiffness, ground spring parameters. The numerical results were used to identify trends of the member forces in the tunnel lining with the segment assembly characteristics.

• Journal of Korean Foot and Ankle Society
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• v.8 no.2
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• pp.191-194
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• 2004

Purpose: Anatomic configuration of the ankle joint is useful information during various ankle procedures. This study was prospectively designed to investigate the sagittal inclination pattern of the ankle joint. Materials and Methods: Lateral standing ankle radiographs from one-hundred people (age: $17{\sim}68$, M:F=45:55) and magnetic resonance (MR) sagittal ankle images from twenty-four people (age: $16{\sim}65$, M:F=14:10) were studied. Post-traumatic, arthritic, or grossly deformed ankles at any reason were excluded. The posterior inclination angle (PIA) of the distal tibia was measured and compared between the lateral and the medial segment. Results: On plain radiographic data, the average PIA of the distal tibia was $6.14^{\circ}{\pm}3.56^{\circ}$ (range $0^{\circ}$ to $14^{\circ}$) in the lateral segment and $13.16^{\circ}{\pm}3.05^{\circ}$ (range $6^{\circ}$ to $22^{\circ}$) in the medial segment. On MR imaging data, the average PIA of the distal tibia was $5.08^{\circ}{\pm}4.26^{\circ}$ (range $1^{\circ}$ to $10^{\circ})$ in the lateral segment and $10.16^{\circ}{\pm}4.87^{\circ}$(range $5^{\circ}$ to $17^{\circ}$) in the medial segment. The PIA between two segments was significantly different. Conclusion: The sagittal configuration of the medial area ankle joint and the lateral area ankle joint has difference in the degree of posterior inclination and shape of curvature.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.6
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• pp.1125-1146
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• 2018

Segment lining applied to the TBM tunnel is mainly made of concrete, and it requires sufficient structural capacity to resist loads received during the construction and also after the completion. When segment lining is design to the Limit State Design, both Ultimate Limit State (ULS) and Service Limit State (SLS) should be met for the possible load cases that covers both permanent and temporary load cases - such as load applied by TBM. When design segment lining, it is important to check structural capacity at the joints as both temporary and permanent loads are always transferred through the segment joints, and sometimes the load applied to the joint is high enough to damage the segment - so called bursting failure. According to the various design guides from UK (PAS 8810, 2016), compression stress at the joint surface can generate bursting failure of the segment. This is normally from the TBM's jacking force applied at the circumferential joint, and the lining's hoop thrust generated from the permanent loads applied at the radial joint. Therefore, precast concrete segment lining's joints shall be designed to have sufficient structural capacity to resist bursting stresses generated by the TBM's jacking force and by the hoop thrust. In this study, bursting stress at the segment joints are calculated, and the joint's structural capacity was assessed using Leonhardt (1964) and FEM analysis for three different design cases. For those three analysis cases, hoop thrust at the radial joint was calculated with the application of the most widely used limit state design codes Eurocode and AASHTO LRFD (2017). For the circumferential joints bursting design, an assumed TBM jack force was used with considering of the construction tolerance of the segments and the eccentricity of the jack's position. The analysis results show reinforcement is needed as joint bursting stresses exceeds the allowable tensile strength of concrete. This highlights that joint bursting check shall be considered as a mandatory design item in the limit state design of the segment lining.

• Journal of Korean Tunnelling and Underground Space Association
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• v.25 no.4
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• pp.305-330
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• 2023

Unlike NATM tunnels, Shield TBM tunnels have split linings. Therefore, the stress distribution of the lining is different even if the lining is under the same load. Representative methods for analyzing the stress generated in lining in Shield TBM tunnels include Non-joint Mode that does not consider connections and a 2-ring beam-spring model that considers ring-to-ring joints and segment connections. This study is an analysis method by Break-joint Mode. However, we do not consider the structural role of segment lining connections. The effectiveness of the modeling is verified by analyzing behavioral characteristics against vibration loads by modeling with segment connection interfaces to which vertical stiffness and shear stiffness, which are friction components, are applied. Unlike the Non-joint mode, where the greatest stress occurs on the crown for static loads such as earth pressure, the stress distribution caused by contact between segment lining and friction stiffness produced the smallest stress in the crown key segment where segment connections were concentrated. The stress distribution was clearly distinguished based on segment connections. The results of static analysis by earth pressure, etc., produced up to seven times the stress generated in Non-joint mode compared to the stress generated by Break-joint Mode. This result is consistent with the stress distribution pattern of the 2-ring beam-spring model. However, as for the stress value for the train vibration load, the stress of Break-joint Mode was greater than that of Non-joint mode. This is a different result from the static mechanics concept that a segment ring consisting of a combination of short members is integrated in the circumferential direction, resulting in a smaller stress than Non-joint mode with a relatively longer member length.

• Korean Journal of Applied Biomechanics
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• v.23 no.4
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• pp.307-318
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• 2013

The purpose of this study was to analyze the kinematic variables of glide kip motion on the uneven bars through a two-dimensional cinematography. Three expert female gymnastics players were involved in the data gathering process. The followings were concluded according to the results. The arm, trunk and leg segments were fully extended throughout the kip movement. The whole body center of gravity showed the biggest changes during 66 to 87% of the kip motion. During the kip phase, the horizontal displacement of the leg was greater than the vertical displacement the leg. Glide kip motion should be done in orders of upward movement of leg, forward movement of leg, upward movement of trunk and forward movement of trunk segment. It was found that trunk segment and hip joint movements showed bigger changes than those of leg segment and shoulder joint in the glide kip motion. The largest angular velocity of hip joint was shown in the middle of the kip Phase. In conclusion, effective kip movement could be resulted when the trunk was displaced posterior-upward direction with fast hip joint extension after the leg segment was elevated upward and thrusted forward in advance.