• Korean Journal of Veterinary Research
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• v.28 no.1
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• pp.1-16
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• 1988

The anatomical structure of pelvic limb, of thirty-one adult Korean native goats (Body weight: 14~17kg) was observed after skeletal preparation, and the osteometry was performed in each bone. The results were as follows: 1. The pelvic limb of the Korean native goat was composed of the hip bone, femur, patella, tibia, fibula, tarsal bones, metatarsal bone, phalanges and sesamoid bones. 2. The hip bone consisted of the ilium, ischium and pubis which fused each other, The gluteal surface of the ilium was directed dorsolaterally. The tuber sacrale and tuber coxae were formed at the dorsal apex and ventrolateral part of the iliac wing, respectively. The lesser ischiatic notch was deeper than the greater one. The ischiatic tubercles were triangular form and consisted of the dorsal, lateral and caudal ischiatic tubercles. The left and right hip bone indexes were 67.08, 66.20, the acetabular indexes were 93.78 and 92.10 and the obturator foramen. indexes were 53.84 and 54.77, respectively. 3. In femur, both of the greater and lesser trochanter were well developed but the third trochanter was not observed. The left and right femur indexes were 26.55 and 26.14, head indexes were 81.66 and 81.49 and the trochlear-epicondyle indexes were 42.47 and 41.63, respectively. 4. The patella was observed as an isosceles triangle with base lying proximal and the cranial surface was more convex. 5. The tibial shaft was sigmoid form and the popliteal notch was deep. There was a large nutrient foramen at the cranial aspect of the cranial intercondylar area. The tibial indexes were 22.09 in left and 21.10 in right. 6. The proximal extremity of the fibula was fused with the lateral condyle of the tibia but the distal one was observed independently as the malleolar bone. 7. The tarsal bones were five in number; the talus, calcaneus, centroquartal tarsal bone, first tarsal bone, and second-third tarsal bone. 8. The metatarsal bone was composed of a large metatarsal bone. resulted from the fusion of the third and fourth metatarsal bones, The structure of metatarsal bone was similar to the metacarpal bone but longer about 7mm. 9. The phalanges and sesamoid bones were similar to these of the thoratic limb. 10. The ratios of the lengths among the hip bone, femur, tibia and metafarsal bone were 1.71 : 1.54 : 1.73 : 1.00 in left and 1.68 : 1.53 : 1.72 : 1.00 in right, respectively.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.1
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• pp.18-31
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• 2018

Rotorcrafts have more severe crashworthiness conditions than fixed wing aircraft owing to VTOL and hovering. Recently, with the increasing demand for highly efficient transportation system, application of composite materials to aircraft structures is increasing. However, due to the characteristics of composite materials that are susceptible to impact and crash, demand to prove the crashworthiness of composite structures is also increasing. The purpose of present study is to derive the structural concept of composite subfloor for rotorcrafts and verify it. In order to design a crashworthy composite subfloor, the conceptual design of the testbed helicopter for the demonstration and the derivation of energy absorbing requirement were carried out, and the composite energy absorber was designed and verified. Finally, the testbed for the demonstration of a crashworthy composite structure was fabricated, and performed free drop test. It was confirmed that the test results meet the criteria for ensuring occupant survivability.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.38 no.2
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• pp.156-163
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• 2002

In order to development the construction and dimension of fishing gear for gizzard shad coastal purse seine, first of all investigated to the sinking speed and underwater geometry of net, behaviour of fish school to the net during the fishing operation In the field. The results obtained are summarized as follows; 1. Average sinking speed of net was 13cm/sec in bunt, 9.0cm/sec and 9.5cm/sec in 170m and 280m of center, 4.9cm/sec in end wing side, therefore was fastest in start of shooting and decreased gradually during the shooting process. 2. The most of leadline was reached in bottom from the shooting immediately to hauling time and the mean depth of timber bar used equipment for the escaping prevention of fish school was within the 2.7m. 3. The fish school of gizzard shad was appearanced higher density and remained to the most time in bottom than the surface and repeated to vortical movement, and its tendency to distinct in rapid time of tide current. 4. Behaviour of fish school in the net was showed to the vortical movement by sinking and rising immediately with the shooting of net and then divide with the two shape to follow round the wall of net and no patterns straightly movement in the net, and tendency easily catched in fish school of the wall of net. 5. Escaping of fish school in the gap of wing side was to busy after that seting the timber bar, therefore its function for escaping prevention of fish school was very lowed. 6. Escaping behaviour of fish school was differenced with the depth of fishing ground, the above 20m escaped to busy through the below in ledline because the sinking speed of fish school is fast than the net.

• Journal of Sericultural and Entomological Science
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• v.20 no.2
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• pp.10-14
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• 1978

There are relatively many reports have been issued on he active movement of cuticle of larva. which tend to protect their body, however, only a few reports have been disclosed on the cuticle of pupal body except the small portion of rectangle which shown tortoise-shell shape. In this connection, many portion of the external structure of pupal cuticle has been studied and the following. results were found: 1) No. spot of rectangle which is sculptured in the surface of cuticle that born by branching. out of the development of cell in imaginal bud of antenna and head were found. However, in the compound eye of net shaped sculpture was found in the (equation omitted) shaped parts which holding. the diameter of about 8u and the surrounding area has the small bump and the one is dark brown coloured comparing with shape. 2) The sculpture shape of thorax is a little different than in the head. However, (equation omitted) portion is varies from the segment to segment. In general, it is not very clear than the compound eye in the head, the dark brown bump shape is slowly fade a from the prothorax, mesothorax to metathorax. 3) The surface of intersegment membrane is colourless or slightly yellow, and the entire surface has stripped marking with thine lines. 4) In the abdominal segment, there are many and small sculptures in net shape around the (equation omitted) shape portions. 5) The size of sculpture in (equation omitted) portion of abdomen is smaller than one in thorax, and in the same segment, the dorsal is smaller than abdomen and the rear portion of the segment is larger than the front of segment. 6) After the 7th abdominal segment, no intersegmental membrane is found and the cuticle of the external structure is the same as external structure of the segment. 7) The seta is not found in head, compound eye, antenna and wing which portions were subdivided by development of imagined bud of the cell, no seta is found in cuticle of the segment in the general cell of the larva stage and also in the dorsal and intersegmental membrane.

• Development and Reproduction
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• v.13 no.2
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• pp.115-122
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• 2009

Spermatogenesis and ultrastructural characteristics of sperm of brackish water diploid Corbicula japonica were investigated by electron microscope observations. Based on the cytological studies, the spermatozoon of this species (brackish water diploid) C japonica is approximately 55 ${\mu}m$ in length. The sperm head (about 12 ${\mu}m$ long) is elongated and tapers with a slight curve. Sperm nucleus is about 7.90 ${\mu}m$ long, and the acrosome is about 2.70 ${\mu}m$ long: The morphologies of the sperm nucleus type and the acrosome shape of this species are a long arrow-like type and long cone-like shape, respectively. The sperm head of this species (external fertilization, dioecious and oviparous species) is partially modified from that of the primitive type, as seen in triploid Corbicula species (internal fertilization, hermaphrodite and ovoviparous species), reported by some authors. However, this species produces uniflagellate spermatozoa, unlike freshwater triploid hermaphroditic clams being possessed of partially modified biflagellate spermatozoa. Diploid C japonica is similar to those of other bivalves being possessed of a short midpiece containing four mitochondria surrounding the centrioles. The axoneme of the sperm tail flagellum consists of nine pairs of microtubules at the periphery and a pair at the center. The axoneme of the sperm tail shows a 9+2 structure, and from uniflagellate sperm cross sectioned, in particular, wing-like axonernal lateral fins are observed, as seen in external fertilization fishes.

• Structural Engineering and Mechanics
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• v.75 no.4
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• pp.507-518
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• 2020

With the rapid development of rail transit, rail transit noise needs to be paid more and more attention. In order to accurately and effectively analyze the characteristics of low-frequency noise, a prediction model of vibration of box girder was established based on the hybrid FE-SEA method. When the train speed is 140 km/h, 200 km/h and 250 km/h, the vibration and noise of the box girder induced by the vertical wheel-rail interaction in the frequency range of 20-500 Hz are analyzed. Detailed analysis of the energy level, sound pressure contribution, modal analysis and vibration loss power of each slab at the operating speed of 140 km /h. The results show that: (1) When the train runs at a speed of 140km/h, the roof contributes more to the sound pressure at the far sound field point. Analyzing the frequency range from 20 to 500 Hz: The top plate plays a very important role in controlling sound pressure, contributing up to 70% of the sound pressure at peak frequencies. (2) When the train is traveling at various speeds, the maximum amplitude of structural vibration and noise generated by the viaduct occurs at 50 Hz. The vibration acceleration of the box beam at the far field point and near field point is mainly concentrated in the frequency range of 31.5-100 Hz, which is consistent with the dominant frequency band of wheel-rail force. Therefore, the main frequency of reducing the vibration and noise of the box beam is 31.5-100 Hz. (3) The vibration energy level and sound pressure level of the box bridge at different speeds are basically the same. The laws of vibration energy and sound pressure follow the rules below: web

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.26 no.5
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• pp.518-527
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• 2016

The present study considers the usage of concentrated forces to simulate real panel flutter. The concept of using concentrated forces have been validated for studying the flutter of wing structure in subsonic flow, yet its application in the supersonic region remained to be explored. Hence, a simply supported panel subjected to forces, equivalent to aerodynamic force is considered for studying supersonic panel flutter. The distributed aerodynamic forces are approximated to few concentrated forces by taking numerical integration. The aeroelastic equation is formulated using the classical small-deflection theory and the piston theory for linear panel flutter whereas for emulated panel flutter the flutter equation is derived by replacing the pressure due to aerodynamic loading with pressure from concentrated loading. Finally, flutter frequency, flutter dynamic pressure, and corresponding mode shape are found for emulated panel flutter and compared with linear panel flutter. Two important parameters, the number of concentrated forces and their location are discussed through numerical examples and optimization process respectively. So far, the flutter results acquired in this study are reasonable to suggest the feasibility of reproducing panel flutter using concentrated forces.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.28 no.5
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• pp.459-465
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• 2015

There exist different kinds of aircrafts, such as conventional airplane, rotorcraft, fighter, and unmanned aerial vehicle. Their shape and feature are dependent upon their own assigned mission. One of the fundamental analyses performed during the aircraft design is the structural analysis. It becomes more complicated and requires severe computations because of the recent complex trends in aircraft structure. In order for efficiency in the structural analysis, a simplified approach, such as equivalent beam or plate model, is preferred. However, it is not clear which analysis will be appropriate to analyze the realistic configuration, such as an aircraft wing, i.e., between an equivalent beam and plate analysis. It is necessary to assess the limitation for both the one-dimensional beam analysis and the two-dimensional plate theory. Thus, in this paper, the static structural analysis results obtained by EDISON solvers were compared with the three-dimensional results obtained from MSC NASTRAN. Before that, EDISON program was verified by comparing the results with those from MSC NASTRAN program and other analytic solutions.

• Composites Research
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• v.32 no.1
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• pp.65-70
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• 2019

The aircraft composites wing parts are usually integrated with adhesive or fastener. These laminated composites have weak interlaminar strength, which can lead to delamination. In order to compensate the disadvantages of laminated composites, it is possible to improve the strength, durability, shock and fatigue resistance by reinforcing the fiber in the thickness direction. In addition, using a single structure near-net-shape saves the manufacturing time and the number of fasteners, thus can reduce the overall cost of the composite parts. In this study, compression test, tensile test and open-hole tensile test are carried out for three structural architecture of 3D (three-dimensional) textile preforms: orthogonal(ORT), layer-to-layer(LTL) and through-the-thickness(TTT) patterns. Among these, the orthogonal textile composite shows the highest Young's modulus and strength in tensile and compression. The notch sensitivity of the orthogonal textile composite was the smallest as compared with UD (unidirectional) and 2D (two-dimensional) fabric laminates.

• Journal of Advanced Navigation Technology
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• v.23 no.1
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• pp.84-89
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• 2019

This is a pilot study of machine learning based structural health monitoring system using flight data of composite aircraft. In this study, the most suitable machine learning algorithm for structural health monitoring was selected and dimensionality reduction method for application on the actual flight data was conducted. For these tasks, impact test on the cantilever beam with added mass, which is the simulation of damage in the aircraft wing structure was conducted and classification model for damage states (damage location and level) was trained. Through vibration test of cantilever beam with fiber bragg grating (FBG) sensor, data of normal and 12 damaged states were acquired, and the most suitable algorithm was selected through comparison between algorithms like tree, discriminant, support vector machine (SVM), kNN, ensemble. Besides, through neighborhood component analysis (NCA) feature selection, dimensionality reduction which is necessary to deal with high dimensional flight data was conducted. As a result, quadratic SVMs performed best with 98.7% for without NCA and 95.9% for with NCA. It is also shown that the application of NCA improved prediction speed, training time, and model memory.