• Journal of the Korean Geosynthetics Society
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• v.15 no.3
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• pp.67-76
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• 2016

The railway bridge abutment subjected to the lateral earth pressure is a sensitive structure that is affected by backfill materials, installation methods, compaction, and drainage system and so on. The several design loads for the bridge abutment design consist of traffic loading on bridges and vertical & lateral force due to surcharge load at backfill. Especially, the lateral earth pressure of design load components is important and considered in the design of geotechnical engineering structure such as bridge abutment wall. The determination of cross section for abutment is finally determined with calculating external stability and member force of abutment wall structures. In this study, the abutment wall height is 12m and the optimal cross section of abutment wall has been determined that satisfies an external stability for abutment structure through friction angles of 35, 40, and 45 degrees of backfill materials. The external stability and member force of abutment wall with friction angle of backfill materials and were calculated and construction cost of each abutment wall structures was compared. It found that the construction cost was reduced from 2.2 to 8.4% with friction angle of backfill materials.

• Journal of Technologic Dentistry
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• v.39 no.1
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• pp.35-42
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• 2017

Purpose: The purpose of this paper was to evaluate the occurrence of errors regarding adaptation by conducting a three-dimensional assessment comparing the bridge type dental restoration after the cutting process, which has multiple abutments, with a single type dental restoration. Methods: By using ten identical files obtained by scanning the master model, thirty designs were created consisting of ten maxillary right first premolars and ten maxillary right first molars with single crown abutments, along with ten bridge designs with the identical abutment. A 5-axis milling machine was used to produce the design file. The produced denture prostheses were scanned using a silicone replica for a STL file. An evaluation was conducted using 3D analysis software on the master model and each of the thirty data files. Results: The RMS value of the pre-molar (14) was $38.4{\pm}4{\mu}m$ for single and $54.7{\pm}6{\mu}m$ for bridge abutment; therefore, a statistically significant difference was observed for single and bridge designs although both shared the same abutment form (P<.05). Also, the RMS value of the molar (16) was $47.6{\pm}2{\mu}m$ and $56.6{\pm}5{\mu}m$ for the single and bridge designs, respectively, thereby presenting a statistically significant difference (P<.05). Conclusion: As a result, dental prosthesis fabricated using the single method presented better internal adaptation outcomes.

• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 1999.10a
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• pp.193-202
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• 1999

effect of pounding and friction between oscillators upon global response behaviors of a bridge system under seismic excitations are examined in this study. For convenience an idealized mechanical model is proposed which still retains the dynamic characteristics of bridge motions using multiple oscillators, Each oscillator is consisting of four degrees-of-freedom to implement the pounding between the adjacent oscillators and friction at movable supports, The impact element and bi-linear model are utilized for pounding and friction at movable supports. The impact element and bi-linear model are utilized for pounding and friction respectively. Also the effects of abutments are investigated by adding the addition oscillators consisting of two degrees-of-freedom. The effects of pounding and frictions are determined using the proposed model and the effect of the abutment is also verified, It is found that both pounding and friction affect the bridge responses significantly while the first pounding occurs between the abutment and the nearby oscillator.

• Journal of Technologic Dentistry
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• v.45 no.4
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• pp.124-130
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• 2023

This study aims to describe the clinical experience of single and bridge crowns fabricated using a cementless screw-retained implant prosthesis system. In the case of single crown (#37), regular link (HDL) was used, and bridge crowns (#15~#24), (#26~#27), (#17~#14) (#24~#26) were fabricated by selecting regular link and short link considering the vertical height. One abutment was hex shaped to ensure that it could be mounted while preventing insertion and prosthesis rotation. The advantages of cementless implant prosthesis include shorter chair time and periodic care, strong retention with LINK abutment, safety from inflammation, bacterial infection, and complications due to peri-implant cement, and high patient satisfaction. Dentists should double-check the position of the implant fixture and dental technicians should continuously manage the fit of the link and prosthesis with digital equipment to reduce screw loosening and fractures.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 1999.10a
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• pp.291-300
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• 1999

An idealized analytical model is proposed to estimate the effects of restrainer upon global response behaviors of a bridge system under seismic excitations. Pounding actions between adjacent vibration units and friction at movable supports are introduced in addition to other phenomena such as nonlinear behaviors of pier, motions of the foundation and abutment to achieve the better prediction of the bridge motion. The applied restrainer is assumed to be a dead-band system, which has the force clearance and the linear-elastic force. Using the proposed model, the dynamic characteristics of a bridge system retrofitted by restrainers is examined, and the effects of stiffness and clearance length of restrainer is also investigated. The main effect of the application of restrainers is found to reduce the relative displacements and the trend becomes greater with the shorter clearance length except between pier units. It is found that the relative displacements between abutment and adjacent pier units are decreased as the stiffness of restrainer increases, but almost independent upon the stiffness increments of restrainer. However, the relative displacements between pier units tend to be increased due to the applications of the restrainers.

• Journal of Technologic Dentistry
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• v.24 no.1
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• pp.127-138
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• 2002

There are some cases that dental prosthesis does not operate as properly as expected in oral mouth. The reasons are such as a distortion of the mandibular, a fault of impression taking system or an extrusion of remaining teeth. One of dental prostheses to consider in the situations is the attachment which connects segment bridge. Active discussions are managed on theoretical side of this field but few on clinical side of it, which must be considered first. Accordingly I'd like to suggest a theoretical background for connect attachment of fixed segmented bridge. 1. As a bridge gets longer, burden on dental ligament is increased and the hardness of a bridge is lessened. 2. The flexibility of a bridge increases in ratio to 3 multiplication of the length and decreases in ratio to 3 multiplication of the width of occlusal surface and base of pontic. 3. Precision rest is needed to cope with the shake of teeth and the difference of axis direction among abutments. 4. Female part of the precision rest should be on middle abutment distal and male one on mesial of pontic. 5. Segmented attachment can be efficiently used to cope with long span bridgework and also in case that one piece casting can't be done because of slant of abutment.

• Journal of the Korean Society for Railway
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• v.19 no.6
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• pp.765-776
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• 2016

In this study, a standard section of a railway bridge abutment wall was designed to satisfy the external stability condition in accordance with the design criteria; this design was used to compare and analyze the active earth pressure and to calculate various types of earth pressure acting on the virtual back (wall, plane) according to the frictional angle of the backfill materials. Also, the external stability, member force and construction cost were analyzed according to the frictional angle of the backfill materials using various theories of earth pressure such as Rankine, Coulomb, Trial Wedge, and Improved Trial Wedge. As for the results, it was found that lateral earth pressure at the virtual back plane was higher than at the virtual back wall, and that these values decreased with the increase of the frictional angle of the backfill materials. The increasing of the frictional angle of the backfill materials decreased the active earth pressure (according to Rankine, Coulomb, Trial Wedge, and Improved Trial Wedge results), and the member force as well as the construction cost were reduced.

• Earthquakes and Structures
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• v.14 no.5
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• pp.467-476
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• 2018

The seismic vulnerability of skewed bridges had been observed in many past earthquakes. Researchers have found that the in-plane rotation of the girders was one of the main reasons for the vulnerability of these types of bridges. To date, not many experimental works have been done on this topic, especially those including pounding between adjacent structures. In this study, shake table tests were performed on a bridge-abutment system consisting of a straight, $30^{\circ}$, and $45^{\circ}$ bridge with and without considering pounding. Skewed bridges with the same fundamental frequency and those having the same girder mass as the straight bridge were studied. Under the loadings considered, skewed bridges with the same frequency as the straight tend to have smaller responses than those with the same mass. The average maximum bending moment developed in the piers of the $30^{\circ}$ bridge with the same mass as that of the straight when pounding was not considered was 1.6 times larger than when the frequencies were the same. It was also found that the NZTA recommendations for the seat lengths of skewed bridges could severely underestimate the relative displacements of these types of bridges in the transverse direction, especially when pounding occurs. In the worst case, the average transverse displacement of the $45^{\circ}$ bridge was about 2.6 times the longitudinal displacement of the straight, which was greatly over the limit suggested by the NZTA of 1.25 times.

• Earthquakes and Structures
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• v.16 no.1
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• pp.11-28
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• 2019

This article investigates the response of Integral Abutment Bridges (IAB) when subjected to a sequence of seasonal thermal loading of the deck followed by ground seismic shaking in the longitudinal direction. Particular emphasis is placed on the effect of pre-seismic thermal Soil-Structure Interaction (SSI) on the seismic performance of the IAB, as well as on the ability of various backfills configurations, to minimize the unfavorable SSI effects. A series of two-dimensional numerical analyses were performed for this purpose, on a complete backfill-integral bridge-foundation soil system, subjected to seasonal cyclic thermal loading of the deck, followed by ground seismic shaking, employing ABAQUS. Various backfill configurations were investigated, including conventional dense cohesionless backfills, mechanically stabilized backfills and backfills isolated by means of compressive inclusions. The responses of the investigated configurations, in terms of backfill deformations and earth pressures, and bridge resultants and displacements, were compared with each other, as well as with relevant predictions from analyses, where the pre-seismic thermal SSI effects were neglected. The effects of pre-seismic thermal SSI on the seismic response of the coupled IAB-soil system were more evident in cases of conventional backfills, while they were almost negligible in case of IAB with mechanically stabilized backfills and isolated abutments. Along these lines, reasonable assumptions should be made in the seismic analysis of IAB with conventional sand backfills, to account for pre-seismic thermal SSI effects. On the contrary, the analysis of the SSI effects, caused by thermal and seismic loading, can be disaggregated in cases of IAB with isolated backfills.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1637-1646
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• 2008

Deformations of bridge deck ends on abutment can cause extreme deformations on track. Especially, since slab track was fixed onto the bridge deck slab on concrete slab track installed bridges, deformations of bridge deck ends directly affect the slab track behavior, and thus these interactions can bring about the premature failure of rail fastenings or other deteriorations to lower the serviceability. In this study, a foreign standard to evaluate forces on track components caused by the track-bridge interactions and the behavior of bridge deck ends was investigated and for real scale bridges. It was found that rail support spring coefficients, as well as toe loads, support spacing were very important parameters.