• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.1 s.24
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• pp.67-74
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• 2006

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion rf the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact. Hence, for more rational and safe design rf ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated secondary buckling behavior through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Journal of the Earthquake Engineering Society of Korea
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• v.12 no.1
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• pp.79-87
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• 2008

Seismic performance evaluation of structure requires an estimation of the structural performance in terms of displacement demand imposed by earthquakes on the structure. Incremental Dynamic Analysis(IDA) is a analysis method that has recently emerged to estimate structural performance under earthquakes. This method can obtained the entire range of structural performance from the linear elastic stage to yielding and finally collapse by subjecting the structure to increasing levels of ground acceleration. Most structures are expected to deform beyond the limit of linearly elastic behavior when subjected to strong ground motion. The nonlinear response history analysis(NRHA) among various nonlinear analysis methods is the most accurate to compute seismic performance of structures, but it is time-consuming and necessitate more efforts. The nonlinear approximate methods, which is more practical and reliable tools for predicting seismic behavior of structures, are extensively studied. The uncoupled modal response history analysis(UMRHA) is a method which can find the nonlinear reponse of the structures for ESDF from the pushover curve using NRHA or response spectrum. The direct spectrum analysis(DSA) is approximate nonlinear method to evaluate nonlinear response of structures, without iterative computations, given by the structural linear vibration period and yield strength from the pushover analysis. In this study, the practicality and the reliability of seismic performance of approximate nonlinear methods for incremental dynamic analysis of mixed building structures are to be compared.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.5
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• pp.672-680
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• 2018

The opening angle of the duct cap assembly during the operation of a refrigerator ice dispenser was evaluated by transient structural analysis, and an improved design to maximize the opening angle was obtained. The opening angle of the existing design was found to be 78% of the upper limit. Several design modifications were proposed and analyzed to examine the effects of the design factors on the opening angle. As a result of the design modifications, the opening angle was improved by changing the lever material to a material with a high elastic modulus, moving the position of the support to the motor side, or increasing the lever shaft diameter. Considering the manufacturing cost of the new design, the design modification changing only the lever material was found to be the best because it does not require a change in the structure of the ice dispenser case. In conclusion, the opening angle can be improved by up to 95% of the upper limit value if the lever material is changed to an aluminum alloy. The methods and results presented in this study were found to be of great help in designing the duct cap assembly structure to facilitate the discharge of ice.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.739-744
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• 2017

Elastic deformation and fatigue damage can cause the permanent deformation of a kart's frame during turning, affecting the kart's driving performance. A kart's frame does not contain any suspension or differential devices and, therefore, the dynamic behavior caused by torsional deformation when driving along a curve can strongly affect these two kinds of deformations. To analyze the dynamic behavior of a kart along a curved section, the GPS trajectory of the kart is obtained and the torsional stress acting on the kart-frame is measured in real time. The mechanical properties of leisure and racing karts are investigated by analyzing their material properties and conducting a tensile test. The torsional stress concentration and frame distortion are investigated through a stress analysis of the frame on the basis of the obtained results. Leisure and racing karts are tested in each driving condition using driving analysis equipment. The behavior of a kart when being driven along a curved section is investigated through this test. Because load movement occurs owing to centrifugal force when driving along a curve, torsional stress acts on the kart's steel frame. In the case of a leisure kart, the maximum torsional stress derived from the torsional fatigue limit was found to be 230 MPa, and the torsional fatigue limit coefficient was 0.65 when driving at a speed of 40 km/h. Furthermore, the driving elements during the cornering of a kart were measured based on an actual auto-test after installing a driving measurement system, and the driving behavior of the kart was analyzed by measuring its vertical displacement.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.19 no.4 s.74
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• pp.429-440
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• 2006

This paper comprises two specific objectives. The first is to examine the applicability of ordinary kriging interpolation(OK) to the p-adaptivity of the finite element method that is based on variogram modeling. The second objective Is to present the adaptive procedure by the hierarchical p-refinement in conjunction with a posteriori error estimator using the modified S.P.R. (superconvergent patch recovery) method. The ordinary kriging method that is one of weighted interpolation techniques is applied to obtain the estimated exact solution from the stress data at the Gauss points. The weight factor is determined by experimental and theoretical variograms for interpolation of stress data apart from the conventional interpolation methods that use an equal weight factor. In the p-refinement, the analytical domain has to be refined automatically to obtain an acceptable level of accuracy by increasing the p-level non-uniformly or selectively. To verify the performance of the modified S.P.R. method, the new error estimator based on limit value has been proposed. The validity of the proposed approach has been tested with the help of some benchmark problems of linear elastic fracture mechanics such as a centrally cracked panel, a single edged crack, and a double edged crack.

• Journal of the Korean Society for Railway
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• v.19 no.5
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• pp.638-646
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• 2016

CWR (continuous welded rail) tracks on high-speed railway bridges have much more complicated axial force distributions caused by track-bridge interaction than those behaviors on embankments, and additional problems caused by track-structure interaction with the axial force of the CWR. In order to analyze and limit other physical phenomena caused by track-bridge interaction, a design guideline (KR C-08080, longitudinal track-bridge interaction analysis) is used when designing CWR track on bridges. Domestic analysis and design methods for track-bridge interaction follow the UIC 774-3R, and they suggest conservative methods and deterministic properties. Recently, many studies analyzing the methods of track-bridge interaction considering the loading history are being carried out; however, there has been insufficient studies of the variation of the resistance properties with a consideration of the actual loading history. In this study, the performances of rail fastening systems used for concrete track on bridges were tested and analyzed while considering the loading history. For this purpose, longitudinal and vertical loading combinations, applied in order to simulate the practical conditions and resistance characteristics (stiffness and elastic limit displacement), are analyzed through the experimental results. Also, a comparison study was conducted with the properties in the KR Code.

• Composites Research
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• v.26 no.3
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• pp.175-181
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• 2013

The evaluation and prediction for the absorbed energy, residual velocity, and impact damage are the key things to characterize the impact behavior of composite laminated panel subjected to high-velocity impact. In this paper, the method to predict the residual velocity and the absorbed energy of Carbon/Epoxy laminated panel subjected to high velocity impact are proposed and examined by using quasi-static perforation test and high-velocity impact test. Total absorbed energy of specimen due to the high-velocity impact can be grouped with static energy and kinetic energy. The static energy are consisted of energy due to the failure of the fiber and matrix and static elastic energy, which are related to the quasi-static perforation energy. The kinetic energy are consisted of kinetic energy of moving part of specimen, which are modelled by three modified kinetic model. The high-velocity impact test were conducted by using air gun impact facility and compared with the predicted values. The damage area of specimen were examined by C-scan image. In the high initial impact velocity above the ballistic limit, both the static energy and the kinetic energy are known to be the major contribution of the total absorbed energy.

• Journal of Navigation and Port Research
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• v.33 no.5
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• pp.315-321
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• 2009

The Very Large Marine Structure has been widely used new method of ocean space instead of method for reclamation Therefore, VLFS is proposed to coincide on such request. It can be established regardless of nature of soil and height of water, and stream of flow exists under the floating structure, there is seldom effect in natural environment. Fuertherrnore, it can do easily to do assembly and taking to pieces due to expansion or removal. Based on the regulation by class, VLFS have to possess more than enough structural strength against severe wave loading induced by green sea condition Therefore, There are performed structural simulation as well as experimental test about expected loading scenario in order to examine the safety of structure. Up to now, various examinations based on the strength limit value of the main structural material have been done based on the elasticity response analysis. However, there is little finding about the collapse behavior and the safety when the load that exceeds the collapse of the material acts. In the present study, we investigated the collapse behavior based on the ultimate limit state calculated by FE-analysis.

• Journal of the Society of Disaster Information
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• v.16 no.4
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• pp.796-805
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• 2020

Purpose: A static loading test was performed to evaluate the ultimate flexural strength of a girder in which 80MPa high-strength concrete was synthesized on the compressive flange of the I-shape steel girder. Method: This test is designed and fabricated two types of specimens with different shear-connection specifications, and evaluated their ultimate flexural behavior until reaching the extreme event limit states. In addition, the ultimate strength was evaluated by comparing the test results and the results of the strain compatibility method. Result: By confirming the displacement within 0.02mm as a result of the relative slip measurement, it was verified that the two specimens secured perfect bonding. Therefore, the difference in the shear specification does not have a great effect on the stiffness, and if the specimens are completely synthesized, there is no difference in the behavior until it reaches the extreme-event limit states. Conclusion: The girder to be tested has a working load within the elastic range and meets the usability requirements for allowable deflection. Therefore, even if a part of the casing is subjected to the tensile force at the level of cracking, the deck will first reach the compression failure due to the role of the reinforcing bar.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.5
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• pp.173-181
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• 2021

Reinforced concrete structures are exposed to various environments, resulting in reinforcement corrosion due to moisture and ions penetration. Reinforced concrete corrosion causes a decrease in the durability performance of reinforced concrete structures. One solution to mitigate such issues is using FRP rebars, which offer several advantages such as high tensile strength, corrosion resistance, and light-weight than conventional rebars, in reinforced concrete instead of conventional steel rebars. The FRP rebar used should be examined at the limit state because FRP reinforced concrete has linear behavior until its fracture and can generate excessive deflection due to the low elastic modulus. It should be considered while designing FRP reinforced concrete for flexure. In the ultimate limit state, the flexural strength of FRP reinforced concrete as per ACI 440.1R is significantly lower than the flexural strength by applying both the environmental reduction and strength reduction factors accounting for the material uncertainty of FRP rebar. Therefore, in this study, the experimental results were compared with the deflection of the proposed effective moment of inertia referring to the local and international standards. The experimental results of GFRP and BFRP reinforced concrete were compared with the flexural strength as determined by ACI 440.1R and Fib bulletin 40. The flexural strength obtained by the experimental results was more similar to that obtained by Fib bulletin 40 than ACI 440.1R. The flexural strength of ACI 440.1R was conservatively evaluated in the tension-controlled section.