• Tunnel and Underground Space
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• v.6 no.3
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• pp.250-259
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• 1996

According to the wide application of diesel equipments in tunneling faces, the air contamination by various toxic gases and carcinogenic diesel particulate matter becomes a serious problem these days. For taking a scientific measures to solve the problem, the way to simulate 3 dimensional flow movement of the working sites is required. In this paper, the newly developed simulation program(3D-FLOW) and the results of a simulation on a model tunneling workings using diesel equipments are introduced. In case of typical model of tunneling face, the gas concentration of human height is about one third of roof concentration and right side half of the tunnel shows better environment than left half. NOx concentration of workings can be estimated about 0.45ppm which is much lower than permissible level(5 ppm).

• Tunnel and Underground Space
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• v.6 no.3
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• pp.260-266
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• 1996

Safety concern is one of the most important parameters in the design of explosive building demolition. Laboratory experiments were performed to investigate the failure behaviour of concrete columns and the effects of protection materials. Fourteen reinforced columns with two sizes were constructed and the effects of protection materials were tested for two kinds of materials: non woven fabrics and wire net. The results showed that control of gas effects is a key to the control of flying chips. It was recommended to use both wire net and non woven fabrics as primary and secondary protection materials. Such protection method was successfully applied to the explosive demolition of 16 and 17-strory apartment buildings.and the results of a simulation on a model tunneling workings using diesel equipments are introduced. In case of typical model of tunneling face, the gas concentration of human height is about one third of roof concentration and right side half of the tunnel shows better environment than left half. NOx concentration of workings can be estimated about 0.45ppm which is much lower than permissible level(5 ppm).

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1656-1660
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• 2008

Internal noise level of a train running in tunnel is influenced by sound transmission coefficients of floor, side door, window and gangway as well as by the sound power levels of major noise sources. The structure of a gangway should be strong enough for the safety of passengers while it should be flexible enough for the movement of a train in curves. Due to this the sound transmission coefficients of gangways are relatively low compared to those of carbody structure. The effect of the sound transmission coefficient of the gangway is studied in this paper in regards to the existence of end doors.

• Wind and Structures
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• v.35 no.3
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• pp.147-155
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• 2022

This research proposes a wind-lens turbine design that can startup and operate at a low wind speed (< 5m/s). The performance of the wind-lens turbine was investigated using CFD and wind tunnel testing. The wind-lens turbine consists of a 3-bladed horizontal axis wind turbine with a diameter of 0.6m and a diffuser-shaped shroud that uses the suction side of the thin airfoil SD2030 as a cross-section profile. The performance of the 3-bladed wind-lens turbine was then compared to the two-bladed rotor configuration while keeping the blade geometry the same. The 3-bladed wind-lens turbine successfully startup at 1m/s and produced a torque of 66% higher than the bare turbine, while the two-bladed wind-lens turbine startup at less than 4m/s and produced a torque of 186 % higher than the two-bladed bare turbine at the design point. Findings testify that adding the wind-lens could improve the bare turbine's performance at low wind speed.

• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.1-10
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• 2020

This paper investigates the influence of the Circulating Water Channel (CWC) side wall and support struts on the hydrodynamic coefficient prediction for Autonomous Underwater Vehicles (AUVs) experiments. Computational Fluid Dynamics (CFD) method has been used to model the CWC tests. The hydrodynamic coefficients estimated by CFD are compared with the prediction of experiments to verify the accuracy of simulations. In order to study the effect of side wall on the hydrodynamic characteristics of the AUV in full scale captive model tests, this paper uses the CWC non-dimensional width parameters to quantify the correlation between the CWC width and hydrodynamic coefficients of the chosen model. The result shows that the hydrodynamic coefficients tend to be constant with the CWC width parameters increasing. Moreover, the side wall has a greater effect than the struts.

• Current Photovoltaic Research
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• v.9 no.3
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• pp.75-83
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• 2021

The tunnel oxide passivated contact (TOPCon) structure got more consideration for development of high performance solar cells by the introduction of a tunnel oxide layer between the substrate and poly-Si is best for attaining interface passivation. The quality of passivation of the tunnel oxide layer clearly depends on the bond of SiO in the tunnel oxide layer, which is affected by the subsequent annealing and the tunnel oxide layer was formed in the suboxide region (SiO, Si₂O, Si₂O₃) at the interface with the substrate. In the suboxide region, an oxygen-rich bond is formed as a result of subsequent annealing that also improves the quality of passivation. To control the surface morphology, annealing profile, and acceleration rate, an oxide tunnel junction structure with a passivation characteristic of 700 mV or more (V_oc) on a p-type wafer could achieved. The quality of passivation of samples subjected to RTP annealing at temperatures above 900℃ declined rapidly. To improve the quality of passivation of the tunnel oxide layer, the physical properties and thermal stability of the thin layer must be considered. TOPCon silicon solar cell has a boron diffused front emitter, a tunnel-SiO_x/n⁺-poly-Si/SiN_x:H structure at the rear side, and screen-printed electrodes on both sides. The saturation currents J_o of this structure on polished surface is 1.3 fA/cm² and for textured silicon surfaces is 3.7 fA/cm² before printing the silver contacts. After printing the Ag contacts, the J_o of this structure increases to 50.7 fA/cm² on textured silicon surfaces, which is still manageably less for metal contacts. This structure was applied to TOPCon solar cells, resulting in a median efficiency of 23.91%, and a highest efficiency of 24.58%, independently. The conversion efficiency of interdigitated back-contact solar cells has reached up to 26% by enhancing the optoelectrical properties for both-sides-contacted of the cells.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.889-901
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• 2021

The tension of cables and motion response significantly affect safety of an immersed tunnel element in the immersion process. To investigate those, a hydrodynamic scale-model test was carried out and the model experiments was conducted under wind, current and wave loads simultaneously. The immersion standby (the process that the position of the immersed tunnel element should be located before the immersion process) and immersion process conditions have been conducted and illustrated. At the immersion standby conditions, the maximum force of the cables and motion is much larger at the side of incoming wind, wave and current, the maximum force of Element-6 (6 cables directly tie on the element) is larger than for Pontoon-8 (8 cables tie on pontoon of the element), and the flexible connection can reduce the maximum force of the mooring cables and motion of element (i.e. sway is expecting to decrease approximate 40%). The maximum force of the mooring cables increases with the increase of current speed, wave height, and water depth. The motion of immersed tunnel element increases with increase of wave height and water depth, and the current speed had little effect on it. At the immersion process condition, the maximum force of the cables decrease with the increase of immersion depth, and dramatically increase with the increase of wave height (i.e. the tension of cable F4 of pontoons at wave height of 1.5 m (83.3t) is approximately four times that at wave height of 0.8 m). The current speed has no much effect on the maximum force of the cables. The weight has little effect on the maximum force of the mooring cables, and the maximum force of hoisting cables increase with the increase of weight. The maximum value of six-freedom motion amplitude of the immersed tunnel element decreases with the increase of immersion depth, increase with the increase of current speed and wave height (i.e. the roll motion at wave height of 1.5 m is two times that at wave height of 0.8 m). The weight has little effect on the maximum motion amplitude of the immersed tunnel element. The results are significant for the immersion safety of element in engineering practical construction process.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.34 no.3
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• pp.214-221
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• 2024

Objectives: People using pedestrian walkways within tunnels may be exposed to environmental hazards that can have adverse effects on their health. This study aimed to measure changes in the levels of particulate matter (PM10), black carbon (BC), and noise after the installation of safety walls on pedestrian walkways within tunnels. Methods: Measurements were taken at the entrances on both sides of a tunnel and at the central point, both before and after the installation of pedestrian safety walls. Additionally, measurements were conducted by distinguishing between non-rush hour and rush hour periods to account for variations in the number of vehicles using the tunnel. A SidePak was used for PM10 measurements, an aethalometer for BC, and a sound level meter for noise. Results: PM10 showed the highest concentrations at the center of the tunnel at both pre- and post-installation of safety walls, as well as during rush hour periods. After the installation, the concentration at the center was 31.09 ± 14.02 ㎍/m³ (19.44 ± 8.02% increase). During rush hour, BC concentration reached 2.28 ± 1.55 ㎍/m³, indicating a 26.71 ± 13.19% increase compared to non-rush hour. As for noise, installation of safety walls reduced noise levels about 3 - 6 dB (8.10 ± 3.31% decrease). Conclusions: It was confirmed that installing safety walls on pedestrian walkways within the tunnel can reduce noise levels. However, the interior of a tunnel is a poorly ventilated environment, and exposure levels vary depending on the length of the tunnel. Therefore, the development of safety measures related to this issue is warranted, and further research on harmful substances within the tunnel should be conducted.

• Wind and Structures
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• v.30 no.2
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• pp.119-131
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• 2020

A butterfly web girder is a box-shaped girder with discretely distributed side openings along the spanwise direction. Until now, there have been few studies related to the aerodynamic performance of the butterfly web bridge. The objective of the current study was to clarify the effects of the side openings on the aerodynamic performance of the girder. Two butterfly web girders with side ratios B/D = 3.24 and 5, where B is the girder width and D is the depth, were examined through a series of wind tunnel tests. A comparison of the results for butterfly web girders and conventional box girders of the same shape confirmed that the side openings stabilized the vortex-induced vibration and galloping when B/D = 3.24, whereas the vortex-induced vibration and torsional flutter were stabilized when B/D = 5. The change in the flow field due to the side openings contributed to the stabilization against the vibration. These findings not only confirmed the good aerodynamic performance of the butterfly web bridge but also provided a new method to stabilize the box girder against aerodynamic instabilities via discretely distributed side openings.

• Journal of the Korean Arthroscopy Society
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• v.12 no.1
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• pp.45-52
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• 2008

Purpose: The purpose of the study is to provide the clinical results of arthroscopic posterior cruciate ligament(PCL) reconstruction with preservation of the original PCL using transtibial tunnel and posterior transseptal portal. Materials and Methods: 36 patients underwent PCL reconstruction with achilles tendon allografts. We tried to preserve of the original PCL.At the final follow-up, patients were evaluated retrospectively by four measurements: Lysholm knee scores, IKDC grades, Telos stress radiography, and second look arthroscopy.Follow-up periods were from 12 months to 30 months. Results: The average Lysholm knee score improved from $66.0{\pm}8.67$ to $87.9{\pm}5.04$. Preoperative IKDC grades were abnormal in 15(41.7%) and severely abnormal in 21(58.3%), postoperative IKDC grades were normal in 6(16%),nearly normal in 24(66%), abnormal in 5(16%) and severely abnormal in 1(2%).The average side to side difference in Telos stress test decreased from $12.5{\pm}2.61(7{\sim}20)$ mm to $3.9{\pm}1.34(7{\sim}1)$ mm (paired sample T test, p=0.001) Conclusion: Arthroscopic posterior cruciate ligament(PCL) reconstruction with preservation of the original PCL using transtibial tunnel and posterior transseptal portal is useful surgical method.